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Dual%UDNH6KRHVDQG3DGV Stage Master Cylinder Kit 199.95 Air, 356, w/ Zenith 32 NDIX carbs 13.25 Drum to Disc Brake Conversion Kit 725.00 Air, K&N 356, w/ Zenith 32 NDIX carbs 43.95 Shop. Save. Zims.Air, K&N assembly 356, w/ Zenith 32 NDIX 45.95 Brake Shoes, 356 Oversize, rebuilt ex 99.95 Air, K&N assembly 356, w/ Solex 40 PII 87.95 Brake0DVWHU&\OLQGHUVDQG:KHHO&\OLQGHUV Shoes, 356 all drums, rebuilt ex 99.95 Oil, 356, 912 all, w/ good gasket Bosch 7.50 Brake Pads, disc brakes, Frt or Rr from 20.95 Fuel, 356, 912 all, 5 & 7mm universal 2.49 ,JQLWLRQ3DUWV ZIMSENGINE Premium ELECTRICAL Remote Fuel Filter 30.00 Master Cylinder, w/Drum brakes 124.95 CHRCHROMEOME WHEELS! German Wheel Cylinder Kit 9.95 0DrumRRQ+XEFDSV Brake (wide 5) Pattern 6+XEFDSV4.5x15 $95.00 or 5.5x15 $81.95  Wheel Cylinder Front Drum Brake 75.00 ALSO&KURPH/XJ1XW6HW AVAILABLE:  Bosch Spark Plug WR6BC or WR7BC 2.25 6WHHO/XJ1XW6HW ......  Wheel Cylinder Rear Drum Brake 75.00 Bosch Spark Plug WR7BP 4.95 &DOLSHUVDQG.LWV ...... Master Cylinder, w/disc brakes, OE 199.95 ...... Cast Iron Distributor, Reman exch. 349.95 0 .6WDLQOHVV6WHHO0XIÀHUV ...... Master Cylinder, w/disc brakes, Repro 99.95 Tune Up Kit, 031 Dist. cap,rtr, pts, cond 36.85 Tune Up Kit Cast Iron- Premium 41.00 /,*+7:(,*+7+,*+3(5)250$1&( Caliper Kit, 356 C, Front 14.95 Made from 321 Stainless Steel- the most Tune Up Kit Cast Iron- Economy 35.00 Caliper Kit, 356 C, Rear 13.25 durable and resilient material available. 6v Coil 39.95 Stainless Steel Caliper Pistons 34.50 6v “Blue” Coil 59.95 5RWRUV NEW C Calipers (front pair) 499.90 6v Black Coil 59.95 NEW C Calipers (rear pair) 239.90 Spark6WDUWH UPlugDQG Wire*HQH Set,UDWR U356, 912 all 35.95 Spark Plug Wire Set (original connectors) 94.50 Front%UDNH+RVH.LWV Rotor, 356 C 47.25 :LWK]LQFGLDON\OGLWKLRSKRVSKDWHDND=''3 Rear Rotor 356 C 96.95 6 volt Starter, remanufactured from 129.95 $5( 0$120(7(5 &$5% 6<1&+521,=,1*722/ 6 volt Generator, remanufactured ex 349.95 356A, Rubber 74.90 Generator Pulley Half (356/912 inner) 16.95 356A, Braided Stainless, DOT Approved 79.95 Generator Pulley Half (356/912 outer) 16.95 THE Most Accurate Way to Synchronize Carbs! $164.95 356B or C, Rubber 63.30 +($'/$03$66(0%/<1LFH5HSUR Generator Belt, 356, 912 all 10x825 5.50 356B or C, Braided Stainless, DOT Approved 69.95 )XHO6\VWHP SUSPENSION6WHHULQJ&RPSRQHQWV :,5(ZIMS0(6++ (EX$'/,CLUSIVEZ*+7*5,//(6  MISCELLANEOUSGenerator Belt, 356, 912 ENGINE all “Porsche” PARTS 12.15 $1(:6+2576+,)7.,7  $%)8(/7$1.6(1'(5  /XEULFDWLRQ Tie Rod Ends, inner or outer from 16.95 Y)8(/3803 ZDGMXVWDEOHUHJXODWRU   Fuel Pump Rebuild Kit, 356 to 912 from 39.95 Tie Rod&6 WAssemblyHHULQJ&R XSOHU from 59.95 )8(/3803%/2&.2))3/$7(.,7  Carb Rebuild Kit, 356, 912 all from 30.50 Steering.LQJDQG/LQN3LQV Box, ZF, rebuilt 4 stud version ex 550.00 )8(/*$8*('$03(5  &+520(0,55256³7$/%2767

Volume 36, Number 1 • May / June 2012

C o n t e n t s 48

In the Mail ...... 6 Upcoming Events ...... 7 The Miscellany File Gordon Maltby ...... 10 President’s Letter George Dunn ...... 12 Ferdinand A. Porsche Dies ...... 14 Das Volkswagenwerk Phil Carney ...... 16 Book Reviews ...... 26 Porsche Typ 542 Karl Ludvigsen ...... 28 50 Alice Rae Scott Fabbro ...... 32 40 South Africa 356s John Bentley ...... 34 “Fred” and Bob Gregg Blue ...... 36 Jim Watson ...... 40 The L.A. Porsche Weekend Roy Lock ...... 46 A Porsche Odyssey Russ King ...... 48 Amelia Island Prescott Kelly ...... 50 Los Angeles Literature Meet Prescott Kelly ...... 52 MarketWatch - Amelia Island Prescott Kelly ...... 56 Years Ago Jim Perrin ...... 60 Daily Driver Jim Johnston ...... 62 Cover: Porsche’s prototype of Net Worth Sebastian Gaeta ...... 64 a new sedan for Studebaker, Resto-Strips Edwin Schweitzer ...... 66 the Typ 542, circa 1953. Keeping the Rear Wheels On Paul Christensen ...... 69 Courtesy Jens Torner, Tail Lights Tom Tate ...... 74 Porsche Archives. Top ‘o the page: Norbert Drager’s 356C coupe at the beaches of Port Alfred in the Eastern Cape near his home in Grahamstown, South Africa.

www.Porsche356Registry.org • May / June 2012 3 These independent groups each offer activities, Regional Clubs - Americas in fo rm a tio n a nd fe llo w sh ip f or 3 5 6 en th u si as ts i n th ei r a re a . European Clubs

U.S. MIDWEST U.S. WEST Porsche 356 Club Deutschland e.V. 356 Club, Southern California 356club.org Group 356 St. Louis Region Ralf Dobro II. Rote-Haag-Weg 7, 52076 Aachen Gary Dunavan, 4865 Via del Corral Mark Todorovich 314-444-1962 +49 241 911 052 Yorba Linda, CA. 92887 Suite 500 10001 Highland Plaza Dr. W. [email protected] [email protected] 714-777-8052 St. Louis, Mo. 63110 [email protected] www.Porsche-356-Club-Deutschland.de

356 CAR Club 356car.org Midwest 356 Club www.midwest356.org 356 Register of Porsche Club Great Britain Barney Speckman Patrick Yanahan 7754 S County Line Rd., Burr Ridge, Fred Hampton, [email protected] 101 2nd Street, 10th Flr, SF, CA 94105 IL 60527 630-887-7605 H, 312-718-0732 Cell W 415 369 1017 Mobile 925 367 3940 [email protected] Registro Italiano Porsche 356 Fax 415 369 9700 [email protected] Roberto Bertaccini www.registroitalianoporsche356.it Wisconsin 356 Club Central Coast www.cc356c.com Tom Spiegel [email protected] 414-425-5584 356 Porsche Club de France Dick Douglass, 9469 Santa Lucia Rd., 10110 W. Bunny Ct., Hales Corners, WI 53130 [email protected] Atascadero, CA 93442 805-452-6979 Fahr North Porsche Classic Club Austria 356 Group Northwest 356groupnw.org Phil Saari, 649 Arbogast St, Shoreview, MN 55126 [email protected] Rick Danielson 651-484-0303 [email protected] PO Box 184, Graham WA 98338 Porsche 356 Klubb, Sverige 356 Motor Cities Gruppe www.356mcg.com Lars Larsson, Ragnarröksgatan 46, S-723 55 253-279-4922 [email protected] Västerås, Sweden www.porsche356klubb.se Barbara Skirmants, 3359 Kings Mill Road Sierra 356 Club North Branch, MI 48461 810-688-2059 Porsche Classic Club Luxembourg Barry Fleischer 25 DeAnza Drive, [email protected] Reno, NV 89511 775-853-0826 [email protected] Drei Staaten Gruppe www.dreistaatengruppe.com Carl Iseman 3530 Holly Ave, Cincinnati, OH 45208 Porsche 356 Club, Schweiz Rocky Mountain 356 Club www.rm356pc.com 513-702-0624 cell [email protected] Postfach 286, 3000 Bern 13 Al Gordon, 12773 Grizzly Littleton, CO 80127 Tel. +41 31 7479911 www.porsche-356-club.ch 303-979-1072 Ohio Tub Fanatics Richard King 1500 Fairchild Avenue, Kent, OH 44240 356 Stammtisch in South Germany Mountainland 356 Club 330-678-6259 [email protected] [email protected] Edward Radford, 1568 Connecticut Dr. U.S. SOUTHWEST Salt Lake City, UT 84103 801-521-7330 Porsche 356 Klubb Norge Arizona Outlaws 356 Club Postboks 20 NO-3521 JEVNAKER [email protected] Hawaii 356 Owners Group Mike Wroughton 19870 N. 86th Ave., Peoria, AZ 85382 Rick Woltz, 719 N. Kainalu Drive, Kailua, HI 96734 623-362-8356 [email protected] Porsche 356 Club Nederland 808-262-5417 [email protected] Ton Vos, Chair. Henk Schotanus, Member registration. U.S. SOUTH Tub Club 356tubclub.org Postbus 356 2660 AB Bergschenhoek, Netherlands Dave Butcher, 604 Raintree Court, Arlington, TX 76012 [email protected] Southern Owners Group www.356sog.com 817-277-2582 [email protected] Porsche Club Classic Belgium John Knight 1190 Hancock Drive, Atlanta, GA 30306 [email protected] 404-931-8700 [email protected] Lone Star 356 Club Mark Roth, 4915 S. Main, #114 Stafford, TX 77477 Porsche 356 Club Danmark 281-277-9595 [email protected] Tennessee Tubs Vestergade 83, DK-8000 Århus C Nate J. Greene 1018 Chancery Lane ved Freddie Eriksen [email protected] Nashville, TN 37215 [email protected] Zia 356 tntub.cnoble.com Joyce Y. Hooper, 4700 Westridge Pl. NE Club Porsche 356 España Albuquerque, NM 87111 [email protected] [email protected] Thunder Road Tubs CANADA Jim Johnston [email protected] Maple Leaf 356 Club of Canada Mike Kieley Asia-Pacific Clubs Florida Owners Group 356fog.com P.O. Box 220 - 10 River Bluff Path Frank Hood 26012 Burlington Ave. N. Rockwood, ON Canada N0B 2K0 519-856-1232 [email protected] Australian Porsche 356 Register St. Petersburg, FL 33713 MEXICO P.O. Box 7356, St. Kilda Rd. 727-564-7327 [email protected] Melbourne, Victoria 3004, Australia U.S. EAST Porsche Club Mexico A.C. www.356.com.au [email protected] Potomac 356 Owner’s Group (DC area) www.porscheclubmexico.com.mx 356 Down Under Sandy Kemper, 517 Dartmouth Ave. 7 Cudby St,Woburn, Lower Hutt, 5011, New Zealand Silver Spring, MD 20910 [email protected] ph: 301-585-0897 [email protected] www.356downunder.co.nz

356 Mid Atlantic www.356midatlantic.org Porsche 356 Club of Japan Dan Haden, 715 St. Andrews Road [email protected] Philadelphia, PA 19118 Africa 356BURGH www.356burgh.com Lenny Santora, 1345 Falla Drive Bethel Park, PA 15102, ph 412-835-6594 Porsche 356 Register of South Africa [email protected] [email protected]

356 Southern Connecticut Register , Ltd. Ed Hyman, Box 35, Riverside, CT 06878 Always check the Registry web site [email protected] for updated contact info and links. Typ 356 Northeast www.typ356ne.org Tom Gentz, 152 Sea Breeze Avenue, Charlestown, RI 02813, 401-322-9181, [email protected]

4 Volume 36, Number 1 • Porsche 356 Registry Officers Membership

George Dunn ...... President (GeorgeDunn@ porsche356registry.org ) Membership Questions? Bob Garretson ...... Vice President Note this contact information ([email protected]) for all your member requests: Fred Nielsen ...... Treasurer (FredNielsen@ porsche356registry.org ) [email protected] 2690 NW Nightfall Circle, Bend, OR 97701 Membership Office Karen Campbell ...... Secretary PO Box 356, Stillwater, MN 55082 USA (KarenCampbell@ porsche356registry.org ) Membership hotline: 651-342-1524 Gordon Maltby ...... Editor Magazine Editorial Staff Mary Skamser ...... Membership Chairman Gordon Maltby ...... Publisher Trustees ([email protected])

George Bryan Mary Skamser ...... Membership Chairman (GeorgeBryan@ porsche356registry.org ) ([email protected]) 1408 Ashwood Drive, Evans, GA 30809 P.O. Box 356, Stillwater, MN 55082-0356 706-495-7704 1826 Tower Drive, Stillwater, MN 55082 651-439-0204, fax 651-342-1524 Bob Campbell Event Insurance (BobCampbell@ porsche356registry.org ) 20964 Canterwood Dr., Santa Clarita, CA 91350 Phil Carney ...... Features 661-251-3500 (W) ([email protected]) 303-697-1450 16405 Sandstone Dr. Morrison, CO 80465 George Dunn (GeorgeDunn@ porsche356registry.org ) Paul Christensen ...... Tech-Nique 1926 Arrowhead Dr. NE (Renntech@ St Petersburg, FL 33703 Sebastian Gaeta ...... Net Worth Bob Garretson (BobGarretson@ porsche356registry.org ) ([email protected]) 734-662-4288 18300 Jacobs Rd., Sonora, CA 95370 4070 Brookview Ct., AnnArbor, MI 48108 209-533-3566 (H) Git ‘er done on line! Jim Johnston ...... Daily Driver Joe Johnson ([email protected]) 865-474-9974 Home / Members Only Web Site: (JoeJohnson@ porsche356registry.org ) 493 Cherokee Blvd., Knoxville TN 37919 3802 Briarwood Ave., High Point, NC 27265 336-886-5287 (H) www.Porsche356Registry.org Prescott Kelly ...... 356 Collectibles Join, renew, change your address, add your con - Jim Liberty ([email protected]) 203-227-7770 tact information so other members can get in (JimLiberty@ porsche356registry.org ) 16 Silver Ridge, Weston, CT 06883 1638 Babcock Street, Suite "F" touch with you, find other members - all with a Costa Mesa, CA 92627 Jim Perrin ...... Years Ago few mouse clicks. You can also access the VIN 949-375-1888 (fax) 949-574-3019 ([email protected]) 614-882-9046 database, tech archive and more. Box 1828, Westerville, OH 43086 Vic Skirmants (VicSkirmants@ porsche356registry.org ) Inital, default settings can be customized after 3359 Kings Mill Rd, North Branch, MI 48461 Edwin Schweitzer ...... Resto-Strips logging in for the first time. 810-688-2059 (W) ([email protected])

Website Staff John Hearn ...... Contributing photographer ([email protected]) NEW! Classified Ads George Bryan, Web staff coordinator Bruce Sweetman ..Contributing photographer ([email protected]) www.Porsche356Registry.org/classifieds ([email protected]) Brian O’Kelly, Webmeister www.brucesweetman.com ([email protected]) NEW! 356 Talk / Forum Ted Zombek ...... Contributing photographer Curt Dansby, Classifeds Moderator ([email protected]) www.Porsche356Registry.org/356talk ([email protected])

Barry Brisco, Tech Editor, 356Talk Monitor ([email protected] ) 356 Registry Goodie Store Roy Lock , Web Correspondent / Calendar ([email protected]) Diane Morrill 831-375-4442 925 Walnut St., Pacific Grove, CA 93950 Eric Cherneff, VIN Database Manager [email protected] ([email protected]) Porsche 356 Registry magazine is the official publication of Porsche 356 Registry, Inc., an organization oriented exclusively to the interests, needs and unique problems of the 356 Porsche automobile owner and enthusiast. The mission of the 356 Registry, Inc. is the perpetuation of the vintage (1948-1965) 356 series Porsche through Porsche 356 Registry magazine and internet forums for the exchange of ideas, experiences and information, enabling all to share the 356 experiences of one another. Porsche 356 Registry, Inc. is a non-affiliated, non-profit, educational corporation, chartered under the statutes of the State of Ohio. Subscriptions are available only to members. Membership dues are $35. in the USA, which includes $28. for a 6-issue annual subscription to Porsche 356 Registry magazine, $45 in Canada and Mexico, $55 to other out - side-USA addresses. All rates are in U.S. dollars, checks MUST be drawn on U.S. banks. Visa, Mastercard and Discover are accepted. An application form for membership is available on page 70, or you can easily join or renew online at www.Porsche356Registry.org . Paper applications/renewals with checks should be sent to Porsche 356 Registry, PO Box 356, Stillwater, MN 55082 All material copyright © 2012, Porsche 356 Registry Publications Mail Agreement No. 40940528 Reg. No. None Porsche 356 Registry magazine (ISSN 10666877) is published bi-monthly for Porsche 356 Registry, Inc. by RPM Auto Books, P.O. Box 356, Return undeliverable Canadian addresses to: Stillwater, MN 55082. Periodical Postage paid at Stillwater, MN and additional mailing offices. First Class Postage paid at New Richmond, WI MOTM, PO BOX 2520 WINNIPEG, MB CANADA R3C 4A7 54017 Permit #45. POSTMASTER : Send address changes to PO Box 356, Stillwater, MN 55082 email: [email protected]

www.Porsche356Registry.org • May / June 2012 5 Ginny Gummow, 1929-2012 In 2001 Bob and n January the club lost one of Ginny were honored Iits original and most charm - as the first recipi - In the ing members, a 356 Registry ambas - ents of the 356 Reg - sador extraordinaire and all-around istry Hall of Fame MAIL lovely person: Virginia Gummow. In award, presented at a conversation with her husband the Chattanooga Looking back Robert recently, he related to me East Coast Holiday. just finished reading "The Magic Word" how they had known each other in They were wearing, Iby Thomas Lloyd Meyer in the latest issue grade school in their small farming as they did every of 356 Registry and it certainly started a flow of town in northern Illinois. A bit later, year, the handmade memories from a wonderful time of life. Bob had a Rocket 88 Oldsmobile. He name badges from Since we shared the same time period, the recalls, “As a 24-year-old if you had that original 1975 early Porsche experience and the reaction to the that car you didn’t need anything Holiday. car, I'm surprised that our paths didn't cross at else.” When he was drafted to serve some point. during the “Korean disagreement” (as he calls In 1959 they bought a new Porsche 356A In addition to the very interesting informa - it) and went to Germany for a year, he asked coupe for $4,000 - a lot of money in those days tion on the Prince Metternich Porsche, I was Ginny to keep the car and use it while he was but it seems Bob and Ginny got their use out of taken back to those days by the mention of the gone. “No use having it sit in a barn,” he said. the car, keeping it for almost half a century. That "jalopies" that were driven by the military per - When he returned she drove to Fort Sheri - 356 was the catalyst for many club activities in sonnel. My occasional navigator, Capt. Rhys dan, Illinois on a winter day to pick him up, but PCA and later, 356 Registry. Bob and Ginny were Wood, wanted something interesting to drive, so spun the car on an icy road, totalling it. The loss enthusiastic supporters of the fledgling club and on a trip to Belgium we brought back a 1949 of his Oldsmobile didn’t keep him from giving put on the first ever Holiday in Rockford, Illinois Talbot Lago Record sedan for $385. I was of - her the engagement ring he had bought in Ger - in 1975. The names of all the friends they made fered a 1948 Delahaye convertible for $1000, a many, and they soon settled down together on with their Porsche would fill a book - in several 1937 Mercedes 540K Cabriolet for $1250 and the family dairy farm. languages. They attended the first 26 Interna - the Prince of Belgium's MK 6 Bentley. Wouldn't tional 356 Meetings in Europe and for years that make an interesting collection of jalopies were the Registry’s representatives at the event. today? Ginny was a dependable correspondent, provid - I surely find the magazine full of fascinating ing photos and stories from the Meetings each reading, very professionally done. Thanks. year for our magazine. Bob Cottam, St. George, Utah They could be seen at most Registry Holi - days in their 356, or later in the bright yellow 993 Bob bought in 1995. Ginny was the trip Tony Singer sent planner, navigator and Bob’s constant compan - two early factory ion on the many traveling adventures they had. postcards he had At her side when she passed on was Bob not seen before. and her twin sister Verna. Her other siblings are On the reverse is also twins, younger brothers Richard and Roger. the Porsche script She will be missed not only by her family but by and “Photo: the many, many friends she left behind both Walther Benser, across this country and around the world. Düsseldorf”. Gordon Maltby

Award-Winning Tops and www.topsandinteriorsforporsches.com Interiors for Porsches 760-737-3565 www.autosintl.net • Carpet sets. • Seat cover kits. • Seat upholstery and repair. • 356 Cabriolet top & frame repair and restoration. • Targa top rebuilding / re-cover. • Complete upholstery service

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6 Volume 36, Number 1 • Porsche 356 Registry June 21-24 ...... Lexington, Ohio U p c o m i n g E v e n t s 2012 Mid Ohio Vintage Grand Prix. More info at www.svra.com. June 22-24 ...... McMinnville, Oregon May 14-17, 2012 ...... TN, NC, Emory's Porsche Campout 2012 at Parts Obsolete for Porsches. Details and online 356 Ultimate Driving Tour. Drive the BLUE RIDGE PARKWAY; Tail of the Dragon, NC; registration at www.partsobsolete.com. The 18th Annual Porsche Campout and The mile high 'Cherohala Skyway', TN; Moonshiner 28, NC -105 miles of curves, Swap Meet, fun for the whole family. waterfalls and mountain views; Diamondback Loop -36 miles of twisties; Little River Road, designated one of the 10 prettiest in the country. Overnight in Gatlinburg July 12 -15 ...... Elkhart Lake, Wisconsin and Asheville. Info, registration, www.ultimatedrivingtour.net or 937-902-9550. The Hawk with Brian Redman vintage event at Road America. Featured marque Lola and Can-Am cars. www.roadamerica.com for more info. May 20 ...... Cincinnati, Ohio The Drei Staaten 356 club will hold its annual Bull Session and Family picnic once August 16-19 ...... Danvers, Massachusetts again at Sharon Woods Park, Cardinal Pavilion. Please join us for a fun afternoon 356 Registry East Coast Holiday. More info at www.ECH2012.com in one of Cincinnati's great natural settings. A gathering of 356s and other interesting cars, lunch served at noon, a swap meet and of course the Bull Session. You do August 14-15 ...... Monterey, California not need to be a Drei Staaten Gruppe member or own a 356 to attend. All are wel - Automobilia Monterey at the Embassy Suites. 40+ dealers of original posters, col - come. Visit www.dreistaatengruppe.com for more info in early spring. lectibles, etc. inone place. www.automobiliamonterey.com

June 2 ...... Chino, California August 17-19 ...... Monterey, California Porsche 356 Club Presents the 5th Annual Friends of Steve McQueen Show. A spe - The Rolex Monterey Motorsports Reunion at Mazda Laguna Seca Raceway. Featured cial day for a special cause at the Boys Republic. www.friendsofstevemcqueen.com Marque this year is Shelby Cobra. Info at www.laguna-seca.com/events.

June 2-4 ...... Sonoma, Calfornia October 4-5-6 ...... Gull Lake, Michigan The Sonoma Historic Motorsports Festival at Infineon Raceway. The Premier Mar - Third Coast 356 Oktoberfest, a gathering of 356 owners for a fun-filled, casual que will be Corvette. Info at www.infineonraceway.com/ weekend focused on the cars, the camaraderie, some great activities and the beauty of Michigan's famous fall colors. Kalamazoo Air Zoo, Gilmore Car Museum, wine July 2-6 ...... Geneva, Switzerland country, brewery tour and more. Bill Waite, [email protected]. The 2012 Rallye International des Alpes will start in Geneva on the 2nd of July and finish the 6th of July in Cannes. www.rallyedesalpes.com. October 12-13 ...... Yosemite, Calfornia The 2012 Fall Festival presented by the 356 Club of Southern California will be at June 7-10 ...... Watkins Glen, New York the Tenaya Lodge at Yosemite. Registration form at 356club.org Watkins Glen Historic 200 Enduro. www.svra.com for more information.

Locate d in the paddock at Miller Motorsports Park

t Typ 356 Engine Specialists t Street to Race t 1100 to 1925cc

www.airpowerracing.com 801.475.9380

www.Porsche356Registry.org • May / June 2012 7

is n io t at a m tr N co is PE 2. eg O 01 R W 2 O CH N .E Porsche 356 Registry w w w East Coast Holiday

August Danvers, 15-19 Massachusetts

Tuesday 8/15 Registration ...... 6 - 8 pm Wednesday 8/15 Registration ....9 am - Noon, 1-8 pm Hospitality Suite ...... 7 -10 am, 3-5 pm, 7-10 pm Goodie Store ...... 10 am - 5 pm Fay Butler, Metal Fabricator ...... 8 am - 3 pm, Wheelwright, MA Open touring ...... 9 am - 3 pm Dinner ...... 6 pm - 8 pm, on your own

Thursday 8/16 Registration ...... 9 am - Noon, 1-8 pm Hospitality Suite ...... 7 -10 am, 3-5 pm, 7-10 p Goodie Store ...... 10 am - 5 pm Alex Dearborn's Roadster Reunion Picnic Noon - 3 pm Sightseeing Bus Tours ...... 9 am - 3 pm Whalewatch, Glouchester; Newbury St. Shopping, Boston; Duck Boat Rides, Boston. Open Touring ...... 9 am - 3 pm Kittery Maine Outlets, USS Constitution. Tech Sessions: ...... 1 pm - 3 pm: Detailing, Cindy Markley 4 Cams, Jerry McCarthy and Jeff Adams More info at Jim Kaufmann, 356 Carburetor Rescue Tech Sessions ...... 3 pm - 5 pm: www.ECH2012.com Paintless Dent Removal Restoration Designs Jim Perrin, 356 Literature Lobster Bake ...... 6 - 9 pm Friday 8/17 Registration ...... 9 am - Noon, 1-8 pm Goodie Store ...... 2 - 5 pm Hospitality Suite ...... 7 -10 am, 3-5 pm, 7-10 pm Autocross ...... 9 am - 5 pm NH Drive ...... 9 am - 5 pm Sightseeing Bus Tours ...... 9 am - 3 pm Saturday 8/18 Registration ...... 9 am - Noon Whalewatch, Glouchester; Newbury St Shopping, Boston; Hospitality Suite ...... 7 - 10 am, 3 - 5 pm, 7 - 10 pm Duck Boat Rides, Boston Goodie Store ...... 2 - 5 pm Open Touring, Mt. Washington Drive ...... 7 am - 5 pm, Concours - People's Choice ...... 9 am - 2 pm, Dog Gone Farm Lexington Battle Road Tour ...... 10 am - 3 pm (on field by 9 am, gates open at 7 am) Tech Sessions: ...... 1-3 pm: Revolutionary War Skirmish ...... 2 - 3 pm, Concours site Dr. Color Chip: North Parking Lot Tech Sessions: ...... To be announced 4 Cams, Gerry McCarthy and Jeff Adams: Ipswich Room Banquet ...... 6 - 10 pm, Grand Ballroom To be announced ...... 3-5 pm: Sunday 8/19 Paintless Dent Removal Swap Meet, vendors ...... 8 - 10 am (inside) David Seeland, Gmund Coupe presentation Hospitality Suite ...... 8 am - Noon To be announced Goodie Store ...... 8 am - 10 am Boston Baked Bean BBQ ...... 6 - 8 pm, North Parking Lot *SCHEDULE IS TENTATIVE AND SUBJECT TO CHANGE* 3OHDVH HU2QOLQH Danvers, Massachusetts East Coast Holiday 2012 August 15-19, 2012 Regist Your registration fee includes: Name badge (required for all Holiday activities) Event blanket and Goodie Bag Access to Hospitality Suite, Concours, Tech Sessions, and Skirmish Copy and mail this form, fill out and include your check to: Presented by: ECH 2012, LLC East Coast Holiday 2012 Evening Phone:(781) 631-4157 Get the latest information at: c/o Don Wolcott Before: 9:00 p.m. EST www.ech2012.com 5 Nicholson Street Email: [email protected] Marblehead, MA 01945

Information about356 you: East Coast Holiday 2012—Registration Form

Registrant badge name: ______356 Registry Member # _____ Co-Registrant badge name: ______Address: ______City: ______State: ____ Zip: ______Phone Day: ( ) Evening ( ) (____) ______Cell: ( ) ______

Email: ______Contact me about volunteering: Yes ( ) Event: ______Your car’s information: We encourage all 356s to participate in People’s Choice Concours: Participate: Yes ( ) Model: (Circle one) Gmund, Pre-A, A, B, C, Other: ______Year: ______Body type: Circle: (Coupe, Cab, Speedster) ______Color: ______

Outlaw: Yes ( ) Special Interest?: ______Original Owner? Yes ( ) Meal Choices: (Indicate Number) Thursday Night: Lobster Bake Choices: Lobster and Steamed Clams (___), or Vegetarian (___) Saturday Night: Awards banquet Choices: Salmon (___), Beef (___), Chicken (___), Vegetarian (___) Registration fees: (Note does not include hotel registration)   Box Lunches: Subs: Italian ( ), Meatball ( ) , Turkey ( ), Vegetarian ( ) Registrant $ 50 ea. ___1___ @ $ 50 = $ 50 Co-registrant $125 ea. ______@ $125 = $______Fay Butler Tour $ 20 ea. ______@ $20 = $______Autocross, Driver/Co-driver $ 30 ea. ______@ $30 = $______Autocross, Box Lunch $ 20 ea. ______@ $20 = $______Lobster Bake $ 40 ea. ______@ $40 = $______Boston Baked Bean Cook Out $ 25 ea. ______@ $25 = $______People’s Choice Concours Box Lunch $ 20 ea. ______@ $20 = $______Awards banquet $ 60 ea. ______@ $60 = $______Bus trips: Duck Boats Thurs ( ) Fri ( ) $ 52 ea. ______@ $52 = $______Newbury Street Thurs ( ) Fri ( ) $ 20 ea. ______@ $20 = $______Whale Watch Thurs ( ) Fri ( ) $ 65 ea. ______@ $65 = $______Drives n/c: Kittery Thurs ( ), USS Constitution Thurs ( ), Mt. Washington, Fri ( ) Battle Road Fri ( )  Total: $______Cancellation policy: 50%, less $50 returned Hotel registration and discount: Hotel discount will not be honored without confirmed ECH2012 Holiday confirmation. Confirmation of fees and Registration will be sent by email along with hotel code for making your hotel reservation. Call Reservations @(978) 777-2500. Liability release statement: (Note: must be signed) In consideration of acceptance of your registration, you, your executors, administrators and assignees do hereby re- lease you and discharge 356 Registry Inc., ECH2012 LLC officials and agents, promoters, sponsors, and property holders from all claims of loss, damages, actions whatsoever in any manner arising or growing out of your participation in this event. You authorize the use of your name and/or photographs taken at this event for use in any media or any form of publicity.

Registrant signature: ______Co-registrant signature: ______Date: ______Gordon Maltby e l i 356 Registry / PCNA Survey Now Online ber 1 comes in a nice gift case and will be F

y survey has been jointly created by mailed to the first 300 Registry members who

n your club and Porsche Cars North complete the survey.

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l America. It’s our intention to get feedback We hope you will take part. Please note

e about what works for you in the 356 Registry, that none of the survey fields are c

s mandatory, although a name and i what club activities and functions you use, enjoy, or what you would change. The address are necessary to mail the M trustees have put together a simple list of model. You can access the survey questions that will help us plan for the future after logging in at the Registry web - and tailor our programs to what members site, where a link will take you di - want in a changing world. PCNA has gra - rectly to the questions. Primary ciously provided a server and user-friendly information is voluntary, confi - “Stop the presses!” format where the survey can be taken in a dential and will only be used ike so many people in the magazine / couple of minutes. They have also donated for club purposes. Any demo - newspaper / publishing business, I’ve model kits as an incentive to complete the graphic data is optional and Lalways wanted to say that. survey. This die-cast model of Porsche num - confidential. Thank you! He flings open the double doors, backlit come clear that many of these Site Guests were gloom there’s a pulsing glow. Through the by the bright newsroom glare as huge presses taking advantage of the club’s huge trove of in - mist, muffled shouts and as the camera rises rumble in a dark mechanical cacophony. formation and expertise in the forums, and the we see the crowd, pitchforks bobbing, fists Conveyors stream with newly-inked pieces tremendous marketing opportunities in our waving, torches flaring. They are afraid, and and men scramble to feed paper to the beast. classifieds. they are panicking. Then, “Stop the Presses!” For the last year and a half we have wel - There’s a grinding, groaning roar and comed 356 enthusiasts to our web site with the For those who don’t care about a magazine shouts across the cavernous room as the giant assumption that those who were truly interested or just won’t pay for digital content, it’s OK. We printing cylinders slowly roll to a stop. Maybe in the cars would see the value of the informa - understand. You can still read posts on the fo - even some fog and hissing for good effect. As tion there, and appreciate the opportunity to buy rums and still put your nose against the window quiet descends, a few stray scraps of paper and sell among knowledgeable peers. They of our classifieds showroom. We don’t even flutter through shafts of light and all eyes are would, of course, become members. That was mind if you drool on the glass. After all, it’s the on the mysterious figure in the doorway as he the idea, and many did. best selection of 356s and parts in town. Or any - speaks. Some others were also quick to recognize where. And when you’re serious, you’ll join us. “There’s news about the web site,” he that www.porsche356registry.org is indeed the But we aren’t allowing just anybody to come in states laconically. center of the 356 universe. They asked ques - and kick tires, sit on the furniture and wear The excitement is palpable as the men tions, they gleaned data. They bought, they sold. holes in the virtual carpet anymore. Sorry. look at each other, whispering, “Wow, this And they renewed as “Site Guests” after six As for our members, we’re here to help. At must be important. Not only is he speaking months - again and again. the membership office we field questions and compendiously, but with pith and not a small Interestingly, when surveying the sellers of concerns every day, often involving the web site amount of momentousness!” cars on our site, at times almost half were non- and access thereto. In resolving these, we some - members. If you consider the effectiveness of the times find that members have multiple emails, Movie daydream aside, the reality is that Registry classifieds for cars, parts and wanted more than one “identity” or outdated informa - this is being written at the last moment, and it items, it’s not hard to determine that $35. per tion on file - which obviously causes problems. is an important topic. Namely, a significant year is a bargain even if you only sell one car or To best serve our members, our records need change to the Registry’s web site that took place a few parts. Of course, free is better, and human to be accurate. Be sure to keep your on-line pro - on April 19th. On that date, quite a few people nature being what it is, no matter how much they file up to date, or call or email us to assist. received an email that began, “Your Porsche benefit, some people will not pony up until We believe this new program of a “mem - 356 Registry website 6-month free ‘Site Guest’ asked. Or forced. Ergo, the email sent in April. bers only” web site will streamline and simplify registration has expired.” As I write this, only hours after the missive things for both members and administrators. went out to Site Guests, there has been a flurry There are other changes in the works; we’ll be Interior shot: the camera pans along the of new memberships via the ‘net, quantifying giving vendors a higher profile online so you can front hallway to the mail slot in the door. Its what the trustees believed would (and should) find the parts and sevices you need even faster. hinged cover gives a slow, metallic creak as a happen. We thank all those newly minted mem - The Registry web site is a tool, and a virtual single letter drops to the floor. The music bers and welcome them with open arms. And home for its members. We’re working hard to swells as a hand reaches for the sinister en - hey! Now they even get a magazine to go with make it the best it can be. velope. What could be inside? their web site activities. Such a deal. Of course, there will be some who can’t be She closes her eyes and hugs the little About five percent of the users on our web placated. This is the internet, they shout; it dog, tapping the accelerator pedal on the ruby site forum and Talklist are non-members. In should be free! red coupe three times. The scene spins as she mid-April they were informed they could no repeats the magic phrase. “There’s no place longer post or respond to ads there. The chords change to a minor key; omi - like the home page. There’s no place like the Why? In analyzing their activities, it has be - nous music foretelling conflict. In the distant home page.”

10 Volume 36, Number 1 • Porsche 356 Registry

Thinkof it as a health assurance card for your Porsche.

www.rennwerkeporschetechnicians.com e-mail: [email protected] P r e s i d e n t ’ s L e t t e r George Dunn paying people. The trustee team is addressing ’d like to take this opportunity to say this issue to refine the policy to insure it clearly Ithank you all, for allowing me to serve focuses on the best interests of our members. you as trustee of this wonderful club. Good luck Briefly on our club’s budget: our trustee has followed me always, and this is just another team is making every possible effort to contain example of that fact. My affair, and it is literally expenses and hold the line on the $35 annual that, started when I was a teenager, and I saw a dues per membership, especially while our mag - car that changed my life. It was 1956, when I azine publishing and distribution costs have saw what turned out to be a Porsche Speedster. gradually increased over time (the club’s largest My boss at the expense by far). Quite clearly, our revenue vs. time was a car expenses is currently very tight, but having said buff, and we that, I wish to emphasize that our Club’s overall proceeded to finances are in great shape, with cash reserves the sports car where they need to be to keep us in compliance dealer in with our not-for-profit status. Rochester, NY. At this point, it is apparent we will not have In those days a 2012 West Coast Holiday. The 2012 East Coast these dealer - Holiday is on track with registrants now well ex - ships sold ceeding the 100 members mark. This looks to everything, and be a notable event, so register early if you are they had a Jim and Tiffany Liberty pringtime driving is definitely one of the considering attending. I look forward to seeing Coupe on display. I had always loved cars, but best times of the year to enjoy the open you there. this experience changed everything for me. I was S roads in our special cars. I’m hoping that smitten. By pure happenstance, my mother re - you seize the opportunity to enjoy your 356 Next year’s Holidays married soon after, and my new dad operated a doing exactly what it was designed for - driving, Our club members want both an East Coast paint and body shop. His specialty was Porsche. not gathering dust in the garage. Take off the Holiday and a West Coast Holiday in 2013. I ask Not 356s, in those days they were just Porsches. car cover, change the oil, and go for a nice drive! you to look into hosting a Holiday in your re - See what I mean about luck? In fact, this is a great time of the year for re - gion. Now is a great time to consider it and rally My career was not in the car business, but gional clubs and groups of members to put to - your regional 356 club and friends to form a I always spent my spare time and money on 356s gether a driving event and explore some new Holiday committee. Lots of members before you as the affair got stronger. In 2003 I retired from roads and scenery. have put on “a party for several hundred of your the Northeast, to Newport Beach, California and Our trustees have been working on a num - 356 friends” and any of them will tell you it was followed my dream, opening a restoration shop ber of initiatives, including refinements to the a great experience. If you are interested, please in Costa Mesa, a few miles from home. Like I Registry website, support of regional clubs, our contact the trustee of your choice for assistance. said, luck has followed my always. I now spend club’s budget management, and requests for my days working on one car at a time, and doing support from Porsche AG. I plan to report more In my previous column I mentioned that things the way I like. Stop by and see me any - on each of these initiatives in my future columns we will be introducing our two new trustees, time, I’m nearly always here. in this magazine. Regarding our website, as I’ve providing you the opportunity to better know In closing, I’d like to reiterate my opening heard from many members, there are concerns our club’s management team. In this issue we statement. Thanks to everyone in the 356 Reg - about the current policy of allowing non-Reg - are featuring our newly-elected trustee, Jim Lib - istry for allowing me to carry the torch for you. istry members to access and use the site. Ad - erty. So Jim, take it away. I promise to do everything I’m capable of, to mittedly, our current policy has allowed some Until next time, enjoy your 356! continue this remarkable club. I hope to see you use, and some abuse, by a number of non-dues- George Dunn soon. Jim Liberty PARTS NEW•USED•RARE BODY•ENGINE•TRANS 356•CARRERA•911 GT LIMITED SLIP DIFFS Since 1971 GEARS•SPECIAL RACE PARTS

ManufacturerInternational & Distributor of 356 and 911/912 Mercantile Automotive parts Specializing in rubber parts and O.E.M. fasteners 7191 E. Arapahoe Rd., Boulder, CO 80303 303-443-1343 Ph. • 303-444-3715 Fax 1-800-356-0012 www.carquip.com WWW.IM356-911.com 1-760-438-2205 12 Volume 36, Number 1 • Porsche 356 Registry Denise McCluggage, who Hermann, McCluggage Honored at Sebring drove a Ferrari 250GT to a class John Calamos photo victory at Sebring in 1961, was first to receive the accolades. Equally loved for her moxie in rac - ing in what was considered a man's sport and for her insightful automotive writing, McCluggage was humble in her acceptance say - ing, “It's terrific to have this and to be recognized for having a lot of fun.” Also inducted were Geoff Brabham, Johnny O'Connell and G A Denise at Sebring, 1967 in a Ferrari e h c

s 275 GTB4. She and co-driver Marianne r o

P Rollo just missed a class win that year. ans Herrmann was inducted into the Sebring Hall of Fame on 16 March. In a racing career spanning from 1953 to 1970, Herrmann was twice the overall winner at Sebring. His first race in Florida was in March, 1956 where he took a class win in a 550 Spyder. In 1960, he won the leg - Hendary twelve-hour race (Porsche’s first win at Sebring) in a 718 RS60 with Oliver Gendebien, and repeated the feat in 1968, in a Porsche 908 with Jo Siffert. He also won his class for Porsche in 1966. His first overall victory at the 12 Hours of Sebring in 1960 was one of the most important wins in Porsche’s racing history. This was the first outing for the new Type 718 RS60 1.6 liter car, and it ended in a double victory for the Stuttgart-based man - ufacturer as the Porsche teams of Herrmann/Gendebien and Holbert/Schechter crossed the line in front of their competitors from the 3-litre class. Hans Herrmann is one of Porsche’s most successful works drivers. Born on 23 February 1928 in Stuttgart, the endurance specialist is regarded as one of the most reliable and consistent drivers of all time. With more than 80 overall wins and class victories for manufacturers such as Porsche, Mercedes-Benz, Borgward and Abarth, he was German cham - pion in the 1500 cc class in 1953-55 and manufacturers’ World Champion in 1969 in 1970. He achieved his greatest victories in cars made in Zuffenhausen: at the Mille Miglia, the Targa Florio, the Carrera Panamericana and in Le Mans, where he achieved Porsche’s first overall victory in a 917 in 1970. After his triumph at Le Mans, Hans Herrmann retired from active racing at the age of 42. From a Porsche press release

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www.Porsche356Registry.org • May / June 2012 13 Designer Ferdinand Alexander Porsche dies orsche AG, Stuttgart, is mourning Professor Ferdinand Alexander Porsche. The Honorary President of the Supervisory Board died on 5 PApril 2012 in Salzburg, aged 76. Matthias Müller, CEO said, “We mourn the death of our partner, Ferdinand Alexander Porsche. As the creator of the Porsche 911, he established a design culture in our company that has shaped our sports cars to this very day. His philosophy of good design is a legacy to us that we will honour for all time.” Ferdinand Alexander Porsche was born in Stuttgart on 11 December 1935, the oldest son of Dorothea and Ferry Porsche. Even his childhood was shaped by cars, and he spent much of his time in the engineering offices and develop - ment workshops of his grandfather Ferdinand Porsche. In 1943 the family ac - companied the Porsche company’s move to Austria, where he went to school in Zell am See. After returning to Stuttgart in 1950, he attended the private Waldorf school. After leaving school, he enrolled at the prestigious Ulm School of De - sign. In 1958, F.A. Porsche, as he was known by his colleagues, joined the engi - neering office of what was then Dr. Ing. h.c. F. Porsche KG. He soon proved his “If you analyze the great talent for design by sculpting the first model of a successor to the 356 model line out of plasticine. In 1962 he took over as head of the Porsche design function of an studio, creating a worldwide sensation one year later with the Porsche 901 (or object, its 911), a sports car icon whose timeless and classical form survives to this very day in what is now the seventh 911 generation. However, in addition to passenger form often cars, F.A. Porsche also concerned himself with designing racing cars of the 1960s. His best-known designs include the Type 804 Formula One car and the becomes Porsche 904 Carrera GTS, now considered to be one of the most beautiful racing obvious.” cars ever. In the course of the conversion of Porsche KG into a joint-stock corporation in 1971/72, Ferdinand Alexander Porsche, along with all the other family mem - bers, stood down from the company’s front-line business operations. In 1972 he founded the “Porsche Design Studio” in Stuttgart, the head office of which was relocated to Zell am See in Austria in 1974. In the decades that followed, he designed numerous classic gentlemen’s accessories such as watches, spec - tacles and writing implements that achieved global recognition under the “Porsche Design” brand. In parallel, with his team, he designed a plethora of industrial products, household appliances and consumer durables for interna - From top: F.A. Porsche and his father Ferry in the Porsche design studios, tionally renowned clients under the brand “Design by F.A. Porsche”. A strong circa 1959. At his Zell am See studio, 1989. and clear design concept typifies all product designs created in his design studio Below: The 904 was a successful racer with a four-cam four cylinder en - to date. The credo of his design work was: “Design must be functional and func - gine and was one of the first competition Porsches to utilize the 911’s six tionality has to be translated visually into aesthetics, without gags that have to be cylinder engine. Its styling has withstood the test of time. explained first.” F.A. Porsche: “A coherently designed product requires no adorn - ment; it should be enhanced by its form alone.” The design’s appearance should be readily comprehensible and not detract from the product and its function. His conviction was: “Good design should be honest.” Ferdinand Alexander Porsche retained a close lifelong association with Porsche AG as a partner and member of the Supervisory Board. From 1990 to 1993, he served as President of the company’s Supervisory Board, thus playing a major role in Porsche A.G’s economic turnaround. In 2005, he stood down from his Supervisory Board role in favour of his son Oliver and assumed the mantle of Honorary President of the Supervisory Board. Ferdinand Alexander Porsche will be buried in the family grave at Schüttgut in Zell am See, attended by his immediate family. An official funeral service will be held in Stuttgart at a later date. From a Porsche AG press release. Opposite page: Focusing his talents on the design of things other than cars, F.A. Porsche and his company, Porsche Design, have created myriad items in almsot every cate - gory of consumer goods: smoking accessories such as pipes and lighters, luggage and handbags, electronics, knives and tools, and items as wide-ranging as those shown opposite. From top: The original Porsche Design sunglasses and a more recent version (of scores now available). A Porsche bicycle. A $300,000-plus Fearless yacht, capable of 80 mph. One of many Porsche Design shoes. From 2007, a cellular phone made from billet aluminum, with fingerprint recognition (no password required) and swivel head for photos and video. A titanium “World Timer” watch for Eterna. A Siemens coffee maker and an entire “Men’s kitchen” from Poggenpohl.

14 Volume 36, Number 1 • Porsche 356 Registry 356

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www.Porsche356Registry.org • May / June 2012 15 Das

American Inspiration Volkswagen wWhen Hitlere directed Porrsche tk o develop a people’s car he identified several performance characteristics as well as a cost requirement of less than 1,000 Reichmarks (RM). The latter made for an ambitious undertaking. The profes - ) t

n sor had only a few months earlier declared in e m t

r writing that his design for a people’s car could a p

e be realistically achieved for a cost around 1,500 D

y r RM; 50% more than Hitler allowed. History o t s i

H shows that price was a constant sticking point

e t

a in developing the Volkswagen. It was not suffi - r o p r cient that the car had to be as bare bones as pos - o C sible. It would also have to be built at a level of G A

n efficiency unachievable in Germany at the time. e g a The German car industry was quite aware w s k l

o of the imbalance in automobile cost between V themselves and the world’s leading carmakers. The plant that made the car t is well known to most 356 owners that To put the cost into perspective, a German would I their cars incorporated much of the have to work 800 hours to afford the Volkswa - that made the Porsche possible Itechnology originally created for the gen while in the United States, a person only Volkswagen. In fact, it is very likely that the first needed to work 250 hours to buy the cheapest sports car to wear the Porsche name would not Chevrolet. Wages in the United States were ap - have gone into production in Stuttgart without proximately three times those in Germany but support from the entire Volkswagen domain: en - the Reichsverband der Automobilindustrie By Phil Carney gineering, manufacturing, and the Beetle’s sales (RDA) also showed that German car production organization. Designs were improved by cost per kilogram was 3.18 RM while the equiv - We normally associate the assembly line with Porsche engineers during the early years but alent United States cost was 1.87 RM/kg. men attaching parts to cars that are passing by on a 356 dependencies on the Volkswagenwerk Adolf Hitler was sensitive to the fact that if conveyor belt. Henry Ford actually thought on a much lasted for well over a decade. Even in 2012, a his low target cost was to be achieved, it would larger scale. The Ford River Rouge plant was envisioned very symbiotic relationship still exists between be necessary to come up with a completely new as the most encompassing assembly line possible. Raw the two companies. And let’s not overlook the way of producing cars in Germany. During his materials were received at one end and running vehi - British contribution to making the Porsche 356 1921 imprisonment Hitler read Henry Ford’s cles came out the other end. a possibility. writings and became an admirer of Ford for both his impact on American car development and his anti-Semitism. Believing the Ford Motor Company was an institution to be emulated, in 1936 Hitler suggested that Professor Porsche do a first-hand visit to America’s “Big Three” car builders (Ford, General Motors and Chrysler). Ferry Porsche later wrote “this trip certainly proved worthwhile and my father returned in a mood that was both optimistic and confident.” Upon returning to Germany, Hitler asked Porsche if he felt “...capable of also designing a factory to carry out a (people’s car) mass-pro - duction on this basis. Remember the price is still

y fixed at 1,000RM.” Porsche replied, “I am now n a p convinced that given the same machinery and m o

C tooling facilities as the Americans have, we can r o t

o build and sell the Volkswagen for that price...” M d

r It is important to understand the Ford au - o F

y tomobile production concept at the time. As s e t r most are aware, the assembly line approach es - u o

C poused by Henry Ford was one of the most im - portant factors in making the Model T a success 16 Volume 36, Number 1 • Porsche 356 Registry story. Less known is the fact that Henry Ford’s vision was to have 100% beginning-to-end con - trol over production. The result was the Ford River Rouge Plant in Dearborn near Detroit, Michigan which was a clear departure from any - thing that preceded it. At the entrance raw ma - terials (iron ore, silicon, rubber, etc.) entered and at the far end a finished automobile drove off. The first elements of the Rouge Plant were privately funded and completed in 1918 just in time to support World War I. The timing made the wealthy Henry Ford even wealthier. The plant eventually expanded to encompass two miles in length, three-quarters mile in breadth and em - ploy 100,000 people. Its World War II profits would make the Ford family even wealthier. So Porsche’s first visit to the United States set the stage for designing the Volkswagen fac - tory or Volkswagenwerk based on the Ford pro - duction concept. Hitler directed Dr. Robert Ley, chief of the Nazi Party Labor Organization to lo - cate the ideal site for Germany’s new motor city with several criteria in mind: a central German In July 1937 Ferdinand Porsche repeated his trip to the USA, on this occasion accompanied by a small group of location with existing canal, railroad and auto - colleagues. The picture shows the group on board the "Bremen". From right to left: Ferry Porsche, the engineer bahn connections. Hundt, Auto-Union racing drivers Ernst von Delius and Bernd Rosemeyer, Bodo Lafferentz from the German Labor In March 1937, the Berlin registry ap - Front and Jakob Werlin from Daimler-Benz with his wife. (Porsche Archives) proved an application for a company known as “Gesellschaft zur Vorbereitung des Volkswa - gens” aka “Gezuvor”. This roughly translates into a Company for the Development of the Volk - swagen. Named as partners in the business were Dr. h.c. Ferdinand Porsche, Jakob Werlin and Dr. Bodo Lafferentz. Werlin and Lafferentz had no official government titles but both men had strong political connections. Werlin was a Mer - cedes sales representative and Hitler’s personal adviser in all automotive matters. Lafferentz was the personal assistant of Robert Ley, head of the German Labor Front. While site selection was going in 1937, Professor Porsche embarked on a second trip to America accompanied by his son, Werlin and Lafferentz. The trip began in June aboard the luxury steamship Bremen and the trip’s agenda was so lengthy that it would be a full month be - fore the Volkswagenwerk task force returned home. During their visit, Professor Porsche pur - chased a Ford V8 Sedan which he and Ferry used to tour across the northeastern U.S. They visited with the Big Three, the Fischer Body plant Henry declared, “The whole world is in a mess... An idealized brochure depicting what Hitler - in a in Lansing, Michigan; Cincinnati Milling Machine Even a war is not out of the question and under speech at the dedication of the new factory - named Company in Reading, Ohio; Ambi-Budd in these conditions I am not prepared to travel.” the Kraft durch Freude (“Strength Through Joy”) car. Philadelphia; Gleason Works in Rochester, New Ford’s proclamation about impending war was The announcement of this politically-charged name York; and several smaller firms. They found all met with stunned silence and disbelief. shocked Ferdinand Porsche, who had hopes the new of the various company representatives happy to In addition to obtaining knowledge, ma - car could be an important export model for Germany. speak with them and share information without chine tools were purchased and workers who A German family is seen here speeding along one of reservation. In Ferry’s own words, “If we wanted had emigrated from Germany were persuaded the new Autobahns. Although promoted as a way for to know anything at all, we had only to ask a to return and work at the Volkswagenwerk. To the German “everyman” to have an automobile, no question.” Perhaps the only uncomfortable con - lure these specialists back to Germany, Laffer - Volkswagens were ever delivered to private cus - versation occurred when Ferdinand Porsche in - entz, the hard core politician, gave glorious tomers before or during World War II. vited Henry Ford to visit Germany. In response speeches about Germany’s newfound strength

www.Porsche356Registry.org • May / June 2012 17 and accomplishments. If this plea for loyalty to paid insurance. Some of the experts who suc - Rapid Construction the homeland did not do the trick, the business - cumbed to the bravado included Frederick Early in 1938 a large private tract just a few man Werlin stepped in and promised each per - (Fritz) Kuntze, one of the Rouge River Plant miles from the existing autobahn route near Fall - son that their standard of living in Germany founders and the current plant manager; Hans ersleben in Lower Saxony was selected by Dr. would be even higher than in the United States. Mayr, a sheet metal specialist; and a machinist Bodo Lafferentz. The land was then owned by He promised completely furnished houses, ed - named Werner who had in-depth knowledge of two families; Count von Schulenburg who lost ucational grants for all children, pensions and crankshaft and camshaft fabrication. two-thirds of the estate which had been in his family for 500 years and Herr von Wense who parted with a quarter of his land. On May 26, 1938 a major celebra - Hitler specified that the initial plant should tion was held to lay the Volkswa - be capable of building 400,000 to 500,000 cars genwerk cornerstone. Hitler per year and expandable to one million cars per announced that Germany’s peo - annum. The Gezuvor partners decided from the ple’s car would be known as the beginning that this meant a double-shift would KdF Wagen and the town in which be required to meet such a rate with 10,000 it was to be built would be “a pro - workers on the first shift and 7,500 on the sec - totype for the future of social ond. To achieve maximum output, 30,000 work - housing projects and city design.” ers would be required. (author’s collection) Although Hitler told Robert Ley that his noted architect Albert Speer would design the plant and town, Speer was busy with the rede - velopment of Berlin. Speer however recom - mended a junior architect by the name of Peter Koller to be the town’s designer but for factory design a much greater level of expertise was needed. The Ford River Rouge plant was initially thought of as a model but due to expansion over decades it had become an less-than-perfect tan - gle of buildings and railroad lines. The Ford Company of course was well aware of their problems in Detroit and when they built their new facility in Dagenham, England in 1929, they incorporated everything they learned into the design of that facility. Hartley W. Barclay thor - oughly documented Ford’s experience in the The Volkswagenwerk stretched for a bout a mile (1.5 km) on the north side of the Mittelland canal. The power book Ford Production Methods, published in plant and facilities for handling raw steel and glass were located remotely from the main complex. 1936. As a result, Barclay’s work and the plans of Ford’s Dagenham plant became the basis for Below: The town of Fallersleben was along the south side of the canal and expected to house 30,000 workers the design of the Volkswagenwerk. when full scale production was achieved. Most of the town was not completed until after the war. Fritz Kuntze, who had been hired away (Photos courtesy Volkswagen AG Corporate History Department) from Ford Detroit, did some of the initial plan - ning sketches but the Gezuvor hired a team of architects to flesh out the details. Rudolf Mewes did the overall layout which included the main factory elements as well as the expansion plans. Fritz Schupp, Martin Kremmer and Karl Kohlbecker were used for building design. Fer - dinand Porsche was also heavily involved in the plant’s design and in fact would be likewise in - volved in almost everything that happened at Fallersleben for the next several years. Accord - ing to Ferry, “...from that time on my father was often at Wolfsburg (the post-war name given to the Volkswagenwerk town) while I took over as his assistant and chief of our Stuttgart company.” But during the war, Professor Ferdinand Porsche’s talents would be redirected towards tank design and his son in-law Anton Piëch would take over as the Porsche company’s on- site manager. The Volkswagenwerk became a long fac -

18 Volume 36, Number 1 • Porsche 356 Registry tory complex stretching for about a mile (1.5 km) on the north side of the Mittelland canal, and on the south side the new town was built. Manufacturing was carried out in four primary, high-ceiling open halls made from reinforced concrete. Hall 1, the 420,000 square foot tool and die shop, was sized for highest rate produc - tion. The other three halls were expandable and could be replicated as production increased over the years. Hall 2 was a 447,000 sq. ft. press shop, Hall 3, at 775000 sq. ft., was for final as - sembly and Hall 4, at 527,000 sq. ft., was the machine shop. The power plant and facilities for handling raw steel and glass were located re - motely from the main complex. At the 1938 Berlin Automobile and Motorcycle Show, Ferdi - nand Porsche presented Hitler with a model of the planned Volkswagenwerk. Ground breaking began in February 1938 and on May 26th a large celebration was held at Fallersleben when the cornerstone was laid. During the ceremony Hitler announced that from that time forward, Germany’s people’s car would be known as the KdF Wagen (Strength Ferry Porsche and his father confer at the cornerstone ceremony in May, 1938. Ferry was heavily involved in test - through Joy car). Except for official government ing of the VW prototypes. The convertible in the background, #803, was one of three VWs on display that day, hur - use, the name never caught on. Another excerpt riedly assembled for the occasion. After the ceremony Ferry drove Hitler back to the rail station in this car, one of from Hitler’s speech is also very informative: the few convertibles made until long after the war was over. (Porsche Archives) “As we build this greatest of Germany’s au - tomobile factories, we shall also build an exem - Another cornerstone of the Volkswagen saga was plary German worker settlement. It shall be a the means by which it could be pur - prototype for the future of social housing proj - chased. Bodo Lafferentz ects and city design.” devised a plan by which Two days later Hitler signed orders for the the DAF (German Labor invasion of Czechoslovakia. This action set in Front or national union) motion a chain of events that placed a heavy bur - would sell coupon books den on the Volkswagenwerk and the thousands and a prospective pur - chaser could spend 5 DM of war victims who would eventually occupy the per week toward a new town of Fallersleben. But for the moment con - “KdF Wagen”. struction was rapid by any standard and by mid- Heavily promoted by the 1939, with the help of thousands of Italian im - government beginning in migrant workers, the four large manufacturing late 1938, the program halls had been constructed and machinery was had almost 340,000 savers being installed. On August 16th Professor Fer - by war’s end and none of dinand Porsche symbolically opened the plant them ever got a car. At the for production by turning a large valve that pro - time, Robert Ley predicted vided steam from the power plant. Production production of 450,000 cars really wasn’t possible however, since several per year by 1940. The plan pieces of required equipment were still not in called for exports to begin when place. the intial savers had received their cars. Another project under way during the same time frame was a Porsche move in Stuttgart. Their main office had been a building located Wartime Activities gine configurations, castings, suspensions, and downtown at 24 Kronenstrasse but on June 26, Yes, there were Beetles produced in the fuel systems (like coal and wood) as well as to 1938 the doors were opened on their new of - Volkswagenwerk during the war years; about explore military applications. fice-shop facility in Zuffenhausen. The site is still 600 of them. These cars did not go to ordinary From very early on, the military was inter - part of Porschewerk today and is now known as buyers but rather politicians and military offi - ested in how a large factory like the Volkswa - Werk I. It is evident that this facility was made cials. A significant number of the cars were also genwerk could be used for armaments possible through earnings from the Volkswagen used as test vehicles with as many as 30 to 50 production. As a result, pressure was periodi - contract. A sign at the entrance declared it to be cars being in the hands of the Porsche company cally applied to change the design plans to ac - both the Porsche headquarters as well as a Volk - at different times. Porsche used these Versuch - commodate weapons manufacturing. Ferdinand swagenwerk branch office. swagene (test vehicles) to try out different en - Porsche resisted such pressure and in fact ap -

www.Porsche356Registry.org • May / June 2012 19 pealed to Hitler to clarify the purpose of the Volkswagenwerk. During construction Hitler re - mained adamant that the purpose for the factory was solely automobile manufacturing but this would change as the war progressed. Things came to a head in 1940 when raw materials started to be rationed. The VW factory still required steel, rubber, fuel, etc. but was being denied their needs by Albert Speer who controlled most of Germany’s construction proj - ects. Speer pointed out to Porsche that if the Volkswagenwerk was meeting the needs of the military, it would have a higher priority in the al - location of materials. This verbal exchange plus the expansion of war in Europe soon made weapons production at Fallersleben a foregone conclusion. Today we most often recall manufacturing of the Kübelwa - gen (Porsche Type 82) and Schwimmwagen (Type 166) but many other military products 1938. Ferdinand Porsche (6th from right) in one of the production buildings at the new Volkswagen plant in the came out of the Volkswagenwerk. (In somewhat "Town of the KdF Car", which was renamed Wolfsburg after the war. Porsche had been commissioned in 1938 to a bit of irony, the steel pressings for Kübelwagen construct the 'Volkswagenwerk' and was one of three principal general managers of the Volkswagenwerk GmbH and Schwimmwagen bodies were made at the with equal powers. (Porsche archives) United States’ Ambi-Budd plant in Berlin.) At the Volkswagenwerk there were several The Company for the Development of the contracts for small items like wooden fuel tanks, Volkswagen named three business part - aerial bombs, tank flotation kits, portable fur - ners: Dr. h.c. Ferdinand Porsche, Dr. Bodo naces, land mines, etc. The first big contract was Lafferentz and Jakob Werlin. Porsche and for repair of the Junkers Ju-88 bomber, one of Lafferentz became the managers for the the most celebrated Luftwaffe bombers of World new factory until the Professor became War II. The VW factory made new wings, tail sec - heavily involved in tank design. At that tions and other sections. In later years this type time, Porsche’s son-in-law Anton Piëch took of work expanded to include components for over daily management activities at the the Ju-388 bomber and the Ta-154 Moskito Volkswagenwerk and remained there night-fighter. through the remainder of the war. Speaking both figuratively and literally, the (Volkswagen AG Corporate History Dept.) weapon that put Fallersleben on the map was the Fieseler Fi 103 – more commonly known as the V-1 Buzz Bomb. Production began in March of 1944 and although the effectiveness of the Buzz Bomb can be debated, it certainly caught the at - tention of the allies. Through informants, the Volkswagenwerk’s lead role (almost 60% of the V-1s were built at the Volkswagen factory) was established and soon Fallersleben became a pri - ority target for British Lancasters and American B-17s and B-24s. The flights by bombers between April 1944 and August 1944 left Hall 3 seriously damaged. Problems at Halls 1, 2 and 4 were less severe but still significant. Things could have been a lot worse if it were not for the fact that the Germans had already begun the evacuation of critical ma - chinery to various remote locations. Much of this equipment would be recovered by the Allies Hall 3 received the most damage from Allied bombing after the war and used to put the Beetle back in raids during the summer of 1944. Fortunately for post-war production. And with the Beetle back in produc - Beetle production, the Germans had already evacuated tion, Porsche 356 production became a possi - the important machinery and much of it was recovered bility. after the war. (Courtesy Utah State Archives) It would be a distortion of history to ignore the fact that the Volkswagenwerk was also one

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www.Porsche356Registry.org • May / June 2012 21 The fate of the Volkswagenwerk at the end of World of the sites most commonly associated with the War II was initially very nebulous. It was offered to use of forced labor during World War II. The English car manufacturers as war booty but they were reason for this is pretty obvious. Other German not interested. The British Army wanted to level it manufacturers had a well established work force and the Russian’s wanted it placed in their zone. before the war but for the Volkswagenwerk the Major Ivan Hirst of the Royal Electrical and Mechani - timing could not have been worse. The factory cal Engineers was given the assignment of determin - opened just two weeks before Germany invaded ing the facility’s fortune. Initially it was used for Poland. As a result of circumstances, during military vehicle repair but a car enthusiast and fellow World War II the Volkswagenwerk was largely officer by the name of Colonel Michael McEvoy con - staffed by prisoners of war from across Europe. vinced his superiors that restarting car production Since the Nazi’s form of racism had a west-east was possible. orientation, prisoners from Poland and Russia Ivan Hirst (right) was the man who turned McEvoy’s were treated very cruelly. While such history pipe-dream into a reality. He directed the rebuilding cannot be overlooked, it should also be specif - of both the Volkswagenwerk and the workers’ town ically pointed out that Volkswagen AG has gone which had been re-named “Wolfsburg”. He found to great length to recognize the past injustices sources for construction raw material and the stock that occurred at Fallersleben. For additional in - needed to build cars. The hardware he could not find, formation on this topic, please search “Remem - he found a way to build. He organized the workers brance” under the historical notes at and made sure they had sanitary facilities, food and www.VolkswagenAG.com. entertainment. Ivan Hirst worked miracles. Major Ivan Hirst Four months after V-E Day, the There are points in time when one man Volkswagenwerk was ordered can and does make a world of difference. The back into car production. It man in this case is British Army Officer Major was a very tall order for Ivan Hirst and the time was August 1945. Hirst 40,000 Beetles at a rate of was little more than a kid at 29 years of age 4,000 cars per month. Colonel when he arrived in Fallersleben (which would McEvoy’s pipedream had sud - soon be renamed Wolfsburg). “At the place denly become orders from the there was a terrible stink, a terrible smell. All military chain of command. the drains had been damaged in the air raids Gradually conditions improved and never repaired. The toilets were not work - and production ramped up ing. Completely unhygienic, terrible,” Hirst re - slowly. In 1946 about 8,000 called vividly years later. The town had largely cars rolled out the door and escaped any bomb damage but it was really production was not much bet - nothing more than a wild collection of partially- ter in 1947 during which ap - completed buildings, shacks, huts and wooden proximately 9,000 true civilian boxes. A third of the 25,000 occupants were dis - Beetles were built. placed prisoners and refugees. (Photos courtesy Volkswagen Hirst’s superiors probably thought his job AG Corporate History Depart - in Wolfsburg was simple – divide up the factory ment) assets among the allies. After all, to the victors belong the spoils. Not being a politician or bu - reaucrat but rather an engineer, how to divide Volkswagenwerk assets was not so simple in Hirst’s mind. Restoring the people’s car factory to a manufacturing site seemed certainly out of the question. After all, every commodity – raw materials, skilled workers, food, housing, etc. – was almost non-existent. It certainly appeared as if no mere mortal could save the Volkswagen Works. So initially the VW factory was used as a re - pair center by the Royal Electrical and Mechan - ical Engineers (REME). Not everyone envisioned that as the factory’s future, however. German fac - Typical of the pomp and ceremony that infused most political gather - tory manager Rudolf Brörmann, a very demand - ings in pre-war Germany, even details like a small pin to commemo - ing personality, wanted to build cars and a few rate the cornerstone were not overlooked. Worn proudly by those Kübelwagens were assembled to prove the pos - involved with the new plant in 1938, only seven years later the sibility. Ivan Hirst saw problems with this ap - facility was in ruin and its fate hung in a delicate balance. proach. The Kübelwagen was considered a

22 Volume 36, Number 1 • Porsche 356 Registry military vehicle and demonstrating that Germany being built in France after the war. So Hirst and could still build military products was not a po - a Volkswagenwerk mechanic reverse engineered Heinz Nordhoff litically shrewd, long-term objective at the time. the design, made the parts they could in house In addition, the hand-built process used to make and solicited other businesses in Germany to Kübelwagens was anything but efficient. provide the missing items. Major Hirst was the As fate would have it, another REME officer eternal optimist and improvisation was his pass - by the name of Colonel Michael McEvoy was word. transferred to Fallersleben about this time and Often overlooked are Hirst’s social skills he encouraged Hirst to revisit the idea of build - which are apparent in two different areas. To cut ing cars. McEvoy was a Beetle fan and after a through military bureaucracy and red tape he pep talk, Hirst became enthused with the possi - established a supervisory body called the Board bility of starting up people’s car production. of Control. It involved delegates from all military They expected they had the support of the Ger - government bodies that Hirst needed for success mans in Lower Saxony and, equally important, and he convinced the representatives it was their the occupying British Army was in dire need of mission to make rebuilding the Volkswagen fac - vehicles. So Hirst found the best discarded Bugs, tory a reality. Hirst was also sensitive to the needs rebuilt them as achievable, and repainted them of the factory workers. He addressed problems in khaki. McEvoy then demonstrated the war- with housing, food and even entertainment. Re - paint cars to his superiors and obtained permis - calling these feats are not in any form intended sion to start up assembly. So successful was to diminish the fortitude and contributions of McEvoy’s proposal that in September 1945 Hirst the thousands of plant workers who at the same received production orders for 4,000 Volkswa - time were simply struggling for their self-preser - gen coupes per month! vation. rich (Heinz) Nordhoff who had been the chief This is far from the end of the story – just of General Motors Opel work in Brandenburg an idea does not make for reality and there were The 1948 Contract before the war but was now demoted to service many hurdles to jump over before a Porsche- The economy of England was strongly tied manager at an Opel distributorship. Hirst pro - designed Volkswagen would wedge its way into to the rest of Europe. Therefore it was to Eng - posed Nordhoff as the General Manager for the hearts around the world. Per Hirst, “At this point land’s advantage to have Germany recover as Volkswagenwerk, the Board of Control ap - we didn’t know whether it would be possible to quickly as possible. As a result, the British had pointed him and Nordhoff was directed to begin build the saloon because the press shop was in no desire to “own” the Volkswagen and its fac - work as soon as possible. On January 1, 1948, a very poor state after the bombing.” In fact, tory but rather wanted the car and the Volkswa - Heinz Nordhoff took over control of the Volk - Hirst totally underestimated the problems. genwerk returned to German management as swagenwerk and British involvement at Wolfs - The Allies had dropped over 2,000 bombs quickly as feasible. burg faded into the background. destroying a third of the buildings. Only 8% of The first attempt to return to German man - By October 1949 the Volkswagenwerk had a true as - the machinery was obliterated because the agement proved to be a disaster. Hirst, who had sembly line in operation; 11,797 cars and another equipment had been evacuated to 30 remote been reassigned, came back to rescue the 6,306 utility vehicles rolled out the door. (Photos sites - but it had to be recovered. The British car proper turnover. He had a friend named Hein - courtesy Volkswagen AG Corporate History Dept.) industry evaluated the Beetle as ridiculous trans - portation and considered some of the Volkswa - genwerk machinery to be appropriate war reparations; the Russians wanted the entire fac - tory; the Allied disarmament people wanted everything blown up; the former work force of POWs wanted to return home; and Germans who remained at Wolfsburg had to be cleared through the political de-nazification process. It would be impossible in the limited pages available to describe all of the technical, pro - duction, management and social problems that Major Hirst overcame in making the Volkswagen a reality. Hirst described one simple example as follows. “At the beginning there was no sheet steel to be had in a dimension sufficient for the vehi - cle’s roof. Smaller panels were spot welded to - gether but the seam was not stable enough. I suggested butt-seam welding but they told me we did not have the necessary machines and so I said; we’ll make one! And they did.” Another example is carburetors. The Volk - swagen used a Solex carb and there were none

www.Porsche356Registry.org • May / June 2012 23 Meanwhile, at the Porsche “Werk” in Gmünd, the parts used to build the aluminum 356s were either parts in their Austrian stock or parts smuggled in from Switzerland. If Porsche was to build 356s on a production basis in Stuttgart, they would need a reliable supplier. By spring 1948 it became apparent that Ivan Hirst was a miracle worker and the Volkswagenwerk was becoming a viable car builder - although it was still not obvious it would soon be producing the world’s future best-selling model. This was less than three years after the end of hostilities. As it turns out, Ferry Porsche became ac - quainted with Heinz Nordhoff during the war years and in the spring of 1948 requested a meeting with him to obtain clarification regard - ing the Porsche-held patents used in Volkswagen production. The initial contact was positive and resulted in a second meeting in September. At the fall 1948 meeting Porsche and Volkswagen signed a contract with the following provisions: • For using Porsche patents, Volkswagen would pay a royalty for every Volkswagen pro - duced. • Volkswagen would use Porsche for engi - neering contracts related to improving their product line. Ferry Porsche (left) talking to Federal German Chancellor Konrad Adenauer (center) and Professor Heinrich Nord - • Porsche would become the exclusive im - hoff, Managing Director of the Volkswagenwerk (right), at the 34th German International Motor Show (the ‘IAA’) in porters for Volkswagen in Austria. 1951. This was the first to be held in Frankfurt/Main and the second to take place since the war. The first, in 1950, • The Volkswagen factory would manufac - had been held in Berlin as in the pre-war years. The 1951 ‘IAA’ was the first at which Porsche exhibited. ture products required to support the Porsche During the next several years Porsche would do many studies for Volkswagen about how the designs could be im - sports car program. proved or what new models could be produced. But almost 100% of these proposals were rejected by Nordhoff, a • Porsche would not enter into competi - very conservative man who figured if the Beetle was selling well, he shouldn’t fix what wasn’t broken. tion with the Volkswagen product line. Porsche most certainly received the better end of this deal particularly if one considers that it was public funds that paid the Porsche engi - neers to develop the Volkswagen patents. Looking through the Porsche Typ list it is easy to see that Porsche performed many design studies for Volkswagen and they began this work while the firm was still located in Gmünd. The Type 402 study investigated an even smaller wheelbase car than the Volkswagen but with self- supporting bodies in various lengths. Porsche engineers also looked into completely electric cars with regenerative braking. There were many other design exercises conducted includ - ing different body studies, suspensions, engines and transmissions. None of this design work made it into production. The existing Volkswa - gen was selling at a very hot pace and Heinz Nordhoff figured that if something isn’t broken, why try to fix it. He was very correct.

Left: Symbol of a symbiotic relationship. With a hand - shake, Nordhoff congratulates Ferry Porsche during a celebration of the 25th anniversary of the Porsche company and the completion of the 10,000th Porsche car on Friday, 16 March 1956 at Werke 2, Stuttgart- Zuffenhausen. (Porsche archive photos)

24 Volume 36, Number 1 • Porsche 356 Registry The Twenty-First Century Ludvigsen As we all know, Porsche and Volkswagen states that continue to be closely tied right up until today. during a trip In 1968 the two firms cooperated to develop the to the U.S. in 914. It was a messy deal complicated by the fact 1949, Heinz that Volkswagen's first chairman Heinz Nordhoff Nordhoff sug - died on April 12, 1968 and his successor, Kurt gested to Max Lotz, felt no allegiance to Porsche. In fact just Hoffman that the opposite, since Porsche did not contribute the Volkswa - to tooling expenses, Lotz felt Volkswagen owned genwerk was the 914 product. available at a A more contemporary mutual product is price of $2 the SUV known in Volkswagen circles as the million. Hoff - Touareg, in Audi circles as the Q7 and in man turned Porsche circles as the Cayenne. The models down the offer share the Volkswagen Group PL71 platform but for a variety with differences in technical details, styling and of reasons but equipment. that didn’t The boldest headlines in recent years con - mean he was - cern the actions of Porsche’s former Chief Ex - n’t interested in selling the car. In July 1950 twenty Beetles arrived in New York. Max had a goal of selling 3,000 ecutive Wendelin Wiedeking who tried to use cars per month but by 1953 he was importing less than 1,000 a year and he decided to drop the line. Years later, deceptive Wall Street practices to take over Volk - Hoffman lamented that one of his biggest regrets was swagen. The maneuver made Wiedeking lots of not being able to successfully introduce the Volkswagen Further reading: into the United States. (Author’s collection) Battle for the Beetle money (he received a €50 million payoff to re - sign) but it did not allow the guppy to swallow by Karl Ludvigsen the whale. In fact the tables turned and, until re - Executive Martin Winterkorn informed the press Bentley Publishers, cently, it looked like Volkswagen would absorb that the expected merger with Porsche isn't 460 pages, Hdbd. Porsche. At the January 2012 North American going to happen in the foreseeable future be - $39.95 International Auto Show, Volkswagen AG Chief cause of legal entanglements. Foreword by Ivan Hirst

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www.Porsche356Registry.org • May / June 2012 25 B o o k R e v i e w s Phil Carney hree years ago I did a series of articles about three often over - He was very successful in this journalism endeavor and increased magazine looked engineers involved with the Volkswagen: Hans Ledwinka, readership from around 300 subscribers in 1928 to several thousand read - TBéla Barényi and Josef Ganz. One of the people who helped with ers in thirty-five countries within three years. His criticism also made him the Josef Ganz research was a European journalist by the name of Paul enemies. Schilperoord. Last year Paul came out with a very detailed Josef Ganz book Together with car builders Ardie and Adler, Ganz developed a people’s describing exactly how Ganz contributed to Volkswagen development. car example along his thought lines but neither prototype made it into pro - There are two features of Paul’s book that I particularly enjoyed. First duction. What did become a reality was the Standard Superior Volkswagen of all it is very heavily researched and most statements in the book are which used Ganz patents. In addition, Ganz did consulting work on small backed up with a footnote documenting the source of information. Few car development for manufacturers such as Mercedes-Benz and BMW. historians are so analytical and so thorough. Second, despite the scholarly Josef Ganz was an antagonist of Germany’s 1920-1930 automobile in - attribute, the book is very easy to read – almost like a novel. I enjoyed it dustries but this was not what got him into serious trouble. As the full- for both qualities. length title of this book implies, the Josef Ganz story is also about his Jewish The full title on the cover of heritage and how it was antithetic to Germany’s political climate at the time. the book is The Extraordinary Life In late 1933, there was a bang on the door of the Motor Kritik offices, of Josef Ganz, The Jewish Engineer “Open up! Gestapo!” It was Paul Ehrhardt, a former Motor Kritik employee Behind Hitler’s Volkswagen. Be - and now a Sicherheitsdienst agent. Ganz had been accused of blackmailing fore and after reading the book, I the German auto industry. had difficulty quantifying in my In his book, Schilperoord proposes that the reason Hitler awarded mind exactly how much Ganz con - the Volkswagen contract was ethnicity. “Only a handful of suitable engineers tributed to Volkswagen develop - remained, including Ferdinand Porsche, Josef Ganz, and Edmund Rum - ment. In my perspective, I see Hans pler… Of the three engineers, Josef Ganz and Edmund Rumpler were soon Ledwinka as responsible for bring - out of the running, not because of any lack of technical ability, but because ing certain technical pieces to real - both were Jewish.” Certainly, anti-Semitism was a very strong driver during ity and I see Ferdinand Porsche as this era but at the same time, Ferdinand Porsche was a highly acclaimed the manager who led a team of en - engineer. gineers that systematically turned a As pressure increased, Ganz escaped from Germany to Switzerland variety of technical elements into a where he established the company Erfiag and built a Swiss version of his producible automobile. But Ganz Volkswagen idea. The open two-seat car powered by a 350 cc one-cylinder has always seemed to me as a pro - engine may have been a good product for Europe but its fate was deter - moter and Barényi seemed like a mined by WWII. Eventually, things get real messy for Ganz in Switzerland concept person. During the 1930s, and he moved to France for a short period and from there he emigrated to the latter two were not the type of people who struggled with combining Australia and went to work for the car manufacturer Holden. design with procurement, manufacturing, reliability and all those other The Ganz book is published by a relatively new firm, RVP Publishers messy details that make an idea a reality. in New York. The 6” x 9” black and white book is available in both hard - Paul’s book did not change my perception of Josef Ganz but, from cover and paperback. The copy I reviewed was an uncorrected paperback this statement, one should not underestimate Ganz’s contribution to Volk - proof but nevertheless it was quite nicely edited and printed. There are 274 swagen development. In the 1920s and ‘30s, Germany was represented by pages, the font is easy to read and the graphics are clear although they ob - a set of automobile builders with established roles and product lines. Ganz viously vary depending on the quality of the original. My only real complaint was very critical of these manufacturers for not breaking out of their re - was that photographs are collected together in groups rather than inter - spective molds and exploring a variety of technology alternatives like mingled with the text. As a result, when reading it is necessary to jump streamlining, rear-engine placement, independent suspension, etc. Ganz around looking for the relevant illustration. But at a low publisher’s MSRP exploited his criticism through editorship of the magazine Motor Kritik . of $29.95 for the hardcover, it is difficult pass up a copy for your library.

26 Volume 36, Number 1 • Porsche 356 Registry Southern Bull Session 2012: No Pollen, No Problems

eorge Bryan’s Bull session was held Gagain on March 30th & 31st. Although some stayed away due to threats of rain it was beautiful spring weather with only some brief showers on Saturday morning, and George’s “No Pollen” guarantee was realized. Folks from seven states attended, including return visits by some Porsche racing legends who still hold course records around the country. There was an unplanned tech session on Friday with a clutch cable replacement which involved lots of “help & advice” but only a couple of people get - ting dirty. The hit of the event was George’s T1 Above: A familiar shape. Dave Miller is making a full scale copy of a Type 64 that will go to Bonneville and this Beer Cooler proving yet again that Porsche was is his model. Right: The A Coupe was just structurally sound enough to hold drinks and ice in its trunk. the master of form and function. Once again attendees en - joyed a live band and a barbeque lunch. Although the silent auction format was discontinued this year, $2,454.00 was raised for the 356 Registry Cancer Fund through do - nations. Those who attended en - joyed great camaraderie and hospitality and a good cause was the beneficiary. Curt Dansby

www.Porsche356Registry.org • May / June 2012 27 Typ 542

Porsche’s Four-Door Sedan - The First One By Karl Ludvigsen • Photography courtesy of Ludvigsen Library and the Porsche Archives Reprinted from Hemmings Sports & Exotic Cars ith the success of Porsche’s Panamera, it’s timely to take a look at the first four-door sedan designed by Porsche’s engineers after the war. WIn Part One of two, we review the motivation, concept and body design of Porsche’s remarkable Type 542. The early post-war years weren’t easy for Porsche and its engineers. The founder, Professor Ferdinand, died early in 1951. The mantle of leadership for engineering fell on his son Ferry and that of commercial development on his daughter Louise, who chose to remain in Austria and develop businesses there. Ferry and his engineering cadre, led by chief designer Karl Rabe, returned from their wartime hideaway to Stuttgart. There they renewed their design contract with Volkswagen and resumed the manufacture of the peculiar little sports cars they’d first made in Austria. Building up a new portfolio of engineering customers was a priority for Porsche. This had been the company’s money-spinner since Ferdinand set up his vehicle-design office in Stuttgart in 1930. The sports-car business was off to a good start but was too uncertain, Ferry and his advisors thought, to be relied upon. In fact, they’d resumed it in Germany only after long cogitation. When Ferry Porsche made his first post-war visit to the United States in De - cember of 1951, he did so both as a consultant, on a military-vehicle project, and as a car maker, conferring on sales with his importer-distributor in New York, Max Hoffman. An Austrian like the Porsches, Hoffman understood well what the Porsche company could do. He asked Ferry whether he would welcome more consulting work for American companies. The answer was affirmative in the extreme. Not one to pass up an opportunity, Max Hoffman contacted a close friend in the U.S. auto industry. He was Richard A. Hutchinson, who’d been with Studebaker since 1923 and had risen to the South Bend company’s vice-presidency in charge of exports. Said Hoffman to Hutchinson, “You’ve done all right so far. Your cars are selling well. But you’ll have trouble competing in the future, especially if you An uncluttered, airy try to match directly what the Big Three are doing. It’s a seller’s market now, but and inviting interior. soon a buyer’s market will be returning. You should do something else, something the others won’t do. You should make a Volkswagen for America.”

28 Volume 36, Number 1 • Porsche 356 Registry And, added Max, he knew just the people to do it: the ones who had designed the original Volkswagen. This discussion took place early in 1952 when Max Hoffman was the original VW im - porter, long before the Beetle was a byword among American motorists. In fact, Hoffman was something of a laughing stock for having taken on a car so closely associated with the evil The original Porsche regime of Adolf Hitler. But Hutchinson knew rear-engined design pro - what Max was talking about. In fact, he had con - posal featured a 356- ferred several years earlier with the British offi - style hood, wrap-around cers who had control of the VW plant and had windshield and dramatic arranged for Studebaker to receive one of the forward-raked head - first, if not the first, Volkswagens to be shipped lights. to the U.S. At that time, Hutchinson wanted Stude - baker to become the American agent for this un - usual car. He’d come back from Europe with a firm contract for the U.S. representation, but Studebaker president Harold S. Vance, the com - pany’s former head of production, vetoed that wild and crazy notion. Now, in 1952, Hoffman and Hutchinson arranged for a Porsche delegation to visit South Bend to confer with Studebaker management in May of that year. The team from Stuttgart in - cluded Ferry Porsche, veteran chief designer Karl Rabe, chassis engineer Leopold Schmid and body designer Erwin Komenda. Schmid was the creator of the unique patented Porsche synchro - mesh that was already earning royalties, while Max Hoffman and Ferry Komenda was a living legend for his design work Porsche on their arrival on the VW Beetle. at South Bend, Indiana They took the trouble to ship to America a in May, 1952. Below: The unique prototype: a Type 530 Porsche. This was Typ 530 was developed an experimental car with a lengthened wheel - as a “stretched” 356 to base that provided—just barely—room for four accomodate four adults. people in a two-door body. In convoy with the 530, a standard Porsche coupe from Hoffman’s inventory in New York was also driven out to In - diana. Their first hours in South Bend weren’t auspicious. They arrived on Sunday, a day on which no alcohol was served in conservative, “dry” South Bend. On Monday, they demon - strated the four-seater Porsche at Studebaker’s proving ground. Hutchinson and president Vance were in the back seat and Hoffman was driving. Remembered Max: “It was a terrible car. It went ‘bang-bang-bang’ even on a smooth road, and I thought, well, it’s all up with this deal.” But the afternoon meetings went well. The Porsche men traded ideas with Studebaker’s en - gineering vice president, Stanwood W. Sparrow, and chief engineer Harold E. Churchill. Surpris - ingly rapidly, they found common ground. By the evening of Monday, May 16, with the aid of the exceptional negotiating skills of Max Hoffman, they drafted and signed an initial agreement.

www.Porsche356Registry.org • May / June 2012 29 Early on, any notion that the Porsche men might be given carte blanche to create a true American Volkswagen went by the boards. Instead of the small, simple, rear-engined car the Porsche team first suggested, Studebaker asked that they direct their attention toward a more conven - tional, larger, front-engined auto. In one sense, this redirection wasn’t en - tirely disagreeable to Ferry Porsche. His contract with his main European consulting customer, Volkswagen, barred him from designing cars with en - gines smaller than 1.6 liters that might offer direct competition to VW. The May 1952 agreement called for Porsche to present proposals for the design of a car that was to have more power, less weight and advantages in manufacturability as compared to the existing 1952 Studebaker Cham - pion. It set certain basic specifications: six cylinders, three forward speeds, an air-cooled engine, a maximum speed of at least 85 mph and an implicit understanding that the car would be a conventional front-engined sedan. The agreement also gave Studebaker the right to use the Porsche name in its promotion of the car, if it were to go into production. In an an example of Porsche adapting Back in the Stuttgart suburb of Zuffenhausen, where Ferry Porsche its ideas to the methods used by a and his engineers were still working in temporary wooden sheds, they customer, the bi-link front suspension turned their thoughts toward a suitable design for Studebaker. They pre - utilized hollow trailing arms. A pad lo - pared drawings, models and estimates of costs for a prototype of a car cated atop the knuckle pivot pressure- whose key element was to be a novel V-6 engine. placed the coil spring and positioned Although common today, the V-6 was an extreme rarity in 1952. Only the lower end of the concentric shock. Lancia produced one, in a relatively small 2.0-liter size. Could its advantages of shortness and compactness be realized in a larger engine in which its Front end assemblies were designed unbalanced secondary rocking couple would be more prominent? around the fact that the bodies would be In an experimental V-6 with a 60-degree vee, General Motors had transported upright in trains through tunnels, tried a separate balancing shaft to counteract this couple—a technique and were therefore split from the body at Ford later introduced in production with its Taunus V-4. Studebaker wanted the firewall. The enclosure shown below en - the advice of Porsche on this knotty question. cased a fan for water cooling. Ferry Porsche and his staff proposed a form of V-6 which, so far as they knew, was completely novel: an engine with a 120-degree vee. Because it needed only three crankshaft throws instead of the six different journals required by the 60-degree six, it was simpler to manufacture and could be more compactly built, making the unbalanced couple less prominent. In 1961, Ferrari would adopt a similar configuration for similar reasons for its Grand Prix car, which won both world championships that year. To meet a Studebaker request for a means of extracting reliable, con - trollable interior heat from an air-cooled engine, Porsche also suggested a mixed cooling system. The cylinder heads were to be air-cooled and the cylinders liquid-cooled, with a small radiator built into the ducting from the engine’s blower. A separate remote radiator with its own fan was to de - liver heat to the car’s occupants. With drawings and one-fifth-scale models as baggage, Ferry Porsche and Karl Rabe sailed for New York in late August of 1952. They showed their wares in South Bend in September. Their plans received Studebaker’s blessings. After further discussions, the notion of a mixed-cooling engine was abandoned and replaced by another assignment to Porsche: to design and make another V-6 engine, entirely liquid-cooled, as an alternate to an air- cooled version. A supplementary contract was drawn and signed that Sep - tember that gave Porsche the green light to build one car and several extra engines. A slightly dif - During the spring, the Type 542 designs were completed. In the au - ferent inlet tumn of 1953, the engines and then the car were built. The car took shape structure as a pontoon-fendered four-door sedan that was shorter and wider than ducted air for the 1952 Champion and had a wheelbase of 111 instead of 115 inches. the air-cooled Built into the prototype were many parts shipped from South Bend, engine version. such as door handles, steering wheel, Saginaw worm/roller steering gear, three-speed transmission with overdrive from the Studebaker Commander, 9.0-inch drum brakes and 15-inch steel disc wheels carrying conventional tires. These were components that Studebaker wanted Porsche to use.

30 Volume 36, Number 1 • Porsche 356 Registry South Bend also imposed severe restrictions on Porsche’s design of the Type 542’s body. Studebakers were of conventional separate-frame con - struction, in which the main welded body shell didn’t extend forward from the firewall. The South Bend plant was laid out to make bodies of this lim - ited length, which were also shipped vertically in special railcars to an as - sembly plant in California. A change to a full-length, one-piece integral body would have meant a complete tear-up of the factory. It would also have meant that the bodies would no longer fit through the railway tunnels on their route to the West Coast. So Porsche had to compromise its design of the body to meet this requirement. One important aim of the project had been to do away with the sep - arate frame, in the hope of reducing weight. By definition, then, the Type 542 had to have an integral body made in at least two pieces to suit the conditions described above. Porsche split the body at the firewall. From there back, the body was a conventional, unitized pillared sedan with a curved windshield and a fuel tank under the floor of the trunk. Bolted to this body, up and down the sides of the firewall, was a separate steel front-end assembly with both boxed and circular-section longitudinal members to carry stresses rear - ward. Each engine type had its own front-end design: a fully shrouded ra - diator for the liquid-cooled engine and a duct to the blower inlet for the air-cooled version. Like all Studebakers since 1950, the Type 542 had coil-spring inde - pendent front suspension—but of a novel design. The two links guiding each wheel were trailing, like those of the VW, but fabricated of steel and hollow in section, instead of the VW’s solid forgings. A pad attached to each upper knuckle pivot pressed against the bottom of the coil spring and car - ried the lower end of the concentric Fichtel & Sachs tubular shock ab - sorber. Invention of this suspension, in the patent that Porsche obtained for it, was credited to both Ferry Porsche and Ernst Fuhrmann, a brilliant Austrian who had joined the Porsche staff after the war. With the agreement of the Studebaker engineers, Porsche gave their sedan independent rear suspension. The objective was to achieve a smaller, lower driveshaft tunnel, made possible because the differential housing is fixed to the chassis and doesn’t have to have clearance to bounce up and down with the rear axle. A hypoid final drive was used with a 3.19:1 ratio, higher (lower numerically) than the usual Studebaker ratio because the V-6 engine was designed to run at lower speeds. Each rear wheel was carried independently by an angled-axis trailing arm and sprung by a coil spring. Although a novel arrange - ment at the time, it accurately forecast a suspension pattern that swept the European industry a decade later. Reports and visits helped Studebaker keep posted on Porsche’s progress. In January 1953, Studebaker’s styling consultant, Raymond Loewy, and his man in South Bend, Robert Bourke, paid a call in Stuttgart to see how the car would look—though styling per se was not part of the Porsche assignment. Nevertheless, Erwin Komenda was giving it a handsome modern shape with a front end that com - bined bumper with grille in a manner that wasn’t inconsistent with Studebaker’s own designs. During 1953, the body structure of the Type 542 was fabricated for Porsche by the Reutter company, which was then also making the pro - From top: The trunk was, if not cavernous, considerably larger than the alloted duction Porsche sports-car bodies while still doing custom jobs such as space in a 356. Note the holes drilled for lightening in the cross members and rear station-wagon bodies on the Mercedes-Benz 300 chassis. While consider - window deck. The dashboard styling by Komenda was hand-formed from pieces of able hand welding was used, Reutter made extensive use of the spot-weld - rolled sheet steel. The near-complete prototype body sits atop wooden blocking ing that a production body would require. during a trial of assembly procedures at the Reutter workshops. The finished car, When complete, the body was painted blue—variously described as photographed on the familiar grounds of Schloss Solitude, bore a familial resem - “dark” and “metallic”—and trimmed in coarse, utilitarian, saddle-brown blance to Studebaker’s other models, although less angular and a bit more sedate upholstery. It was then made ready to receive its radical V-6 engine, about than the Raymond Loewy Studebaker designs of later years. which we’ll learn more—and the fate of this unique project— next issue. Continued next issue

www.Porsche356Registry.org • May / June 2012 31 amily legend has it that in the summer of 1963, Alice Rae Cox She loved her 356 and she left it... traveled to Germany with her husband George “By” Bystrom. It to the next generation Fwas there that George purchased a Volkswagen squareback and Alice Rae a 356 B. A few years earlier they had purchased a 356 in the same manner. They were both schoolteachers, and would buy a car and drive it around Europe all summer, then ship it home. Alice Rae had given the first 356 to her son Eric (aka Rick), and thus needed a replacement. She brought the ’63 home, where it became her daily driver. My back story is that I had experience as a Porsche mechanic, as I had worked for the well-loved SCCA racer Bob By Scott Fabbro Kirby around 1979 to 1982, wrenching an E-production 914, a piggish D- Alice Raproductieon 924 and, of course, “Fred” the Speedster a 1959 GS with a pushrod motor (see p. 20). I met Alice Rae’s niece, Cynthia (aka “C.J.”) and by 1989 I had mar - ried into her family. Thus began my relationship with Alice Rae and her Porsche. Alice lost her only son Rick to cancer at about this time, and in the aftermath I spent a good deal of time with her, ostensibly to maintain the 356. When C.J. and I had our son in 1990, we named him Eric, in honor of Alice’s Rick. One of the first autos our child rode in was the Porsche. Eventually, Alice Rae moved from Pasadena to Mission Viejo, which made it difficult for me to spend time with her and wrench on the car. The 356 was showing signs of its age, and what with Alice’s profound grief it had been somewhat neglected. But over time, the grief subsided, and we (Alice Rae, the car, and my burgeoning family) spent happy hours together when we did manage to visit. She was quite a driver and it was amazing to watch her heel-and-toe as she demonstrated the famed “understeer-over - steer” transition of the rear-engine automobile. One day we were visiting Alice Rae and she asked me to run to the market with her. We hopped in the Porsche and I then observed with great interest that this 72-year-old woman was driving using only the handbrake! When we stopped at the market I pushed the brake pedal to the floor! When asked why she would drive with no brakes Alice Rae replied that she didn’t drive the car much anymore and it was “only to the market and back”. Gadzooks! I was quite busy at that time with my career and family, but nonethe - less told her I’d make time to come down and repair the brakes. This, of course, after a firm scolding. In the meantime, Uncle By gave her a soul- less Acura in which to go to market. When I finally called Alice to tell her I was ready to work on the Porsche, she advised me to bring a trailer, as she was just going to give us the 356! The car by that time was certainly not pristine. But it was a survivor, before the “survivor” movement became hip and popular. We got a lot of grief from fellow enthusiasts for not restoring her. But it just seemed wrong to do so. Every “little-old-lady” scratch and dent on that 356 told a story. Like the time Alice Rae backed it over the cliff at the end of the driveway and I had to drag the car out of the neighbor’s back yard! A short while after we acquired the car, Alice Rae passed away. In clearing out her estate, we were unable to find any paperwork on the 356, even though I’d at one time seen a substantial file with the original invoice and all service records. Thus all authentic provenance was lost. No matter, my family and I now had our own provenance to forge. When C.J. and I divorced shortly after Alice’s passing the 356 became my one and only daily driver. We had agreed I would step in as caretaker of the little car, since I was the mechanic in the family. At that time I was road-racing a Norton motorcycle, and used the Porsche to tow a small trailer with the bike on it to the race-track. Shades of Otto Mathé! Eric and Top: This photograph of Alice Rae (with her first 356, a T-5 by the looks if it) rides his older step-brother A.J. (and often a couple of friends sardined in the on the dashboard with us. It was found in the glovebox of the ’63. back) spent many trips to market, and school, and camping in that car. Above: Alice R. Porsche, So Cal TT, Oct 2011. Showing her age but still running with Alice R. Porsche was even drag raced at Irwindale Speedway. Some care - the pack! Inset: One of the driver’s licenses Alice held over the years. taker I was; that automobile was driven!

32 Volume 36, Number 1 • Porsche 356 Registry Alice R. Porsche dropping into Laguna Seca’s corkscrew, photographed out the window of my sister’s 1961 356. We weren’t racing. Honest.

Eric and I drove Alice R. Porsche to the 2004 Speedster Anniversary event in Monterey. We met up with my sister and her husband in their 1961 356. All of us headed out on the race (excuse me, I mean “parade”) lap around Laguna Seca. We were sliding and dicing through the corkscrew when Eric declared that this was simply the “best day of his life”. That jaunt up Highway One stands as one of our best road trips ever. Left: Eric and A.J. with Alice R. Porsche circa 1997. Above: Alice R. Porsche and When Eric was 16, we took her on the So Cal TT, a road rally through family photographed in the hubcap of the author’s sister’s T-5 at the Speedster 50th Southern California. Eric was behind the wheel along a desolate desert Anniversary event. Below: A.J., Scott, the Killer Avocado, and Alice R. Porsche road, and I was daydreaming out the passenger window. The terrain hanging in the pits at Irwindale Raceway circa 2009 (The ‘cado is A.J.’s 1961 VW seemed to be moving by rather quickly, and my ears told me that we were Bug, which turns 12-second ¼ mile ET’s). running pretty high rpm’s. I looked over to see the speedometer needle push past 100 mph. I commented to Eric something about the CHP and he backed off, saying that he just once wanted to “break the ton”. I swear I could hear Alice Rae giggling in the back seat. It was on the same rally that yours-truly overcooked her into a corner and spun around twice. We fortunately didn’t hit anything, and proceeded on our way. Eric just looked over at me and said, “Don’t you wreck my f***in’ car!” It was the first time I’d ever heard him cuss. Eric is now 21, the age at which we’d agreed he would inherit the 356. I am, after all, a mere caretaker, and it always seemed to be his birth- right. Alice R. Porsche remains in “daily-driver” status. She’s got dents and dings and bent up bumpers. But, being a California car all her life, she’s got no rust. I’d drive her to New York tomorrow. Before Eric gets the car, I’ll likely pull out a couple of dents. Mount up a set of straight, used bumpers I found at the swap meet. Maybe even paint ‘em to match. Or not. Oh yeah, and I’ll make sure those brakes are in tip-top shape! Then my son will continue the legacy. He’ll spin his own stories into this cherished family heirloom. He’s an artist and musician (just like our departed Rick), but not much for record-keeping. Oh well, who needs pa - Author’s note: Scott Fabbro has recently completed a yet-to-be- perwork anyway? We have the memories. published novella, “Four Speed – an Automotive Fable”, about a used The car tells the story. And I know our beloved aunt Alice Rae will be car salesman who takes a wager to drive a haunted 356 from Los An - riding with him in spirit. geles to New York City.

www.Porsche356Registry.org • May / June 2012 33 TKhe Cnurious c356k So-utdh Aforicaw Connnectsion Right-hand-drive Cabriolets, all with hardtops, and all built from pieces, thousands of miles from Zuffenhausen!

about 50 or 60 of the 60 hp Hardtops were built, “Production started up around the middle By John Bentley with the first scheduled batch of six CKD (Com - of 1962, if I remember rightly,” says Herr plete Knock Down) packs being sunk in transit Schmidt. Bodies, hardtops, engines and gear - Porsche model built in South Africa? before the project got under way. boxes were shipped in disassembled form. The The small group of Zuffenhausen The South African saga had its origins in unpainted shells had no lights; suspensions and Amiddle-management brass looked at the country's strict importation laws. With vehi - brake assemblies were put together locally. Fold - me in disbelief. cle assembly and manufacture a growing branch ing tops were not fitted, though over the years I knew it had happened back in the early of local industry, fully built-up cars could only many owners have had their cars converted. 1960s. South African importers Lindsay Saker be imported under permit. And even then pro - “Customers were free to come in and had assembled a series of 356B “Hardtops” in hibitive duties pushed up retail prices dramati - choose their preferred colours for the primed Johannesburg. More than that I was unable to cally. bodyshells,” recalls 356 boffin Eddie Paladin. tell. How I wished, on that visit to Stuttgart back It was against this background that George In those days, Paladin was a “spanner in 1985, that I had had the facts at my fingertips, Lindsay, Jack Mincer and Erich Hamp came up man” at Lindsay's and remembers the Hardtops for it is a story known by few, if any, of the mod - with the idea of assembling semi-knocked-down being put together by assemblers Klaus Bauer ern generation at Dr. Ing. h.c.F. Porsche AG. Porsches locally. Alois Klesse of Peco was works and Peter Tuch. “Those were exciting times,” he In fact, with memories dimming, even foreman at Lindsay Saker at the time the deci - recalls. “Everything was new and went together those involved in the project at the time disagree sion was made, although he left shortly before so beautifully.” Today he still maintains several on some of the finer details! But it is generally the project got fully underway. of the cars built at Sakers. agreed that the Johannesburg-built Bs were the "I remember we first looked at bringing in Local content consisted of of battery, tires, only Porsches ever assembled by a Porsche im - Coupes with the tops cut off,” he recalled. “But windscreen and upholstery. “And we also fitted porter anywhere in the world for company-sanc - the factory didn't like the idea. Then someone Michelin tires,” recalls George Bernert. tioned resale. All-in-all, our research suggests suggested we bring in (Cabriolets with) hard - Painting was also initially done in-house. tops.” “There was no production line,” says Hermann This article appeared in the May, 1988 edition of At the end of 1961, Lindsay Saker's work - Schmidt. “Building cars in such small numbers, “356 Porsche Registry Southern Africa” magazine, shop manager, Hermann Schmidt, travelled to we just put them together where they stood.” started by John Bentley, Peter Dorfer and Terence Germany to finalize the arrangements. “We spent Quality was superb. “I remember that Pro - Playdon in the mid-1980s. Thanks to Norbert Drager. a lot of time itemizing all the parts to be sent,” fessor Kay, I think it was, of Groote Schuur, wrote he recalls. to Porsche in Stuttgart praising our efforts,” re - The project was dealt a calls George Bernert. heavy blow right at the begin - According to Hermann Schmidt, three ning. “Six or seven packs went shipments of 356 Hardtop kits were eventually to the bottom of the Suez Canal,” imported. As the project progressed, some of says George Bernert, who was to the work went to Stanley Motors, who at the time become the man responsible for assembled Peugeots and Hillmans at their Natal - the trim of the Saker Porsches. spruit factory. By all accounts, production line “It happened like this,” assembly could not match the quality of the in- says Bernert, who now operates house assembled cars, and PD services turned his own upholstery and trim into virtual rebuilds. business in Wynberg. “They sent In any case, exciting new models were the first two cars out to two sep - soon to be launched in Germany and production arate upholstery shops. Then Mr. of the “local” Porsches ended. But the assembly Drake, the service manager, program had been worthwhile as a cost-saving asked me to go and have a look exercise. The little 60 hp Hardtops came on the and tell him what I thought. market for something like R2,500, ($3,500) the "What a mess. I said to him price going up to around R3,800 by the time Two of the South Africa-built B Cabriolets at Peter he should strip it out and burn the lot.” So Bern - production ceased at the end of 1963. Dorfer’s Carrera Motors. Dorfer came from his native ert, who had been trained in the upholstery craft So ended a unique episode in Porsche his - Austria in the mid-1960s and today runs a key service by Volkswagen and Porsche in Germany, was as - tory. But many of the Cab/Hardtops still live on, center for Porsche owners in the Johannesburg area. signed the task of trimming the cars. beautiful memorials to an imaginative venture.

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‘Fred’ anWith sdome 200 raceBs togther, Boob Kirby ab nd Speedster 84937 were a formidable team in SCCA. Gregg Blue now owns the car and enjoys it regularly on one special road in Hawaii.

o be perfectly honest, I had never heard of Bob Kirby, but I did know what a Carrera Speedster was. I found myself with a handful Tof cash from selling a piece of property just after the crash of 2008. Forget the stock market and real estate, I knew I was safe with classic cars. I had been buying and selling cars on a personal level since I was 15 years old. I sold my 1957 Speedster in 1967 for $1100 when I got out of high school and jumped on a plane for Hawaii to go surfing. Since then I have had many 356s and other classic cars. I decided to call my friend Nick Clemence at European Collectables and asked him if he had any Carrera Speedsters. Nick said he had two, a Bruce Jennings car and Bob Kirby’s old race car, “Fred”. After a few questions I asked him to send me some info on “Fred”. At that point the car was in primer but looking good. Bill Doyle was putting together a new engine from an unused factory replacement block, as the original engine was long gone. It was at this time that I started my search for the real Bob Kirby in Fred at a Bob Kirby. I had lots of photos of “Fred “ and Bob racing West Coast race. all over the country and many articles in old racing publi - cations from the 1960s and ‘70s. Right: A young Warren Den - Bob was CEO of a financial investment company and nis and Bob at Bottomless even advised President Reagan on fiscal policies. He had Lakes, NM, circa 1967. War - the passion and the money to get into racing in a very big ren went on to be Bob’s me - way. Bob was a very good driver and started to race in the chanic for decades. Below: A ‘50s and drove 550s and 356s mainly on the West Coast. mishap at Dodger Stadium in He bought the ‘59 Carrera GT Speedster (I never found out 1963 sent Bob to the hospi - why he chose the name Fred) in San Francisco, 1960. tal, and his wife to another The car was prepped to race and Bob drove it for hospital to deliver a daughter over 15 years all over the country. It is believed that Fred when she heard the news. was entered in more than 200 races in that time, making it one of the most-raced Speedsters in the USA. I managed to get the phone number of Bob’s daughter Kristin and gave her a call. She was the one who painted the picture of what kind of a person her father was (see her letter).

I loved that car so much when I was a little girl. When I was only 7 or 9 (1970 ish) he would drive me around Riverside Raceway in Fred and I never wanted him to stop. Before he would go on the track, I can remember my Dad revving the engine in the pits. I would immerse my - self in the feel and sounds of the car as my dad drove, the transmission winding, the smell of the brakes and then the rush of acceleration out of a turn. I remember the rich smell and detail of the black leather racing seats; the funny radio (that didn’t work) and that old Porsche carpeting… was it wool? And I remember the little shiny handle on the glove box; like a jewelry box really, The photos from the Dana Point show are beautiful. It brought back so many wonderful memories! I treasure the times he drove me in that car. Does is still smell like cigars…? (ha ha) One of the major stories of the car was in 1963. My Dad was in a race driving Fred and hit a large pylon, broke his ribs and punctured a

36 Volume 36, Number 1 • Porsche 356 Registry lung. The race, taking place in the parking lot at at Dodger Stadium was being televised. My mother was 9 months pregnant with me at the time. My sister had seen on TV that Dad had crashed, told my mom and she went into labor. Dad was in one hospital getting stitched up on one side of LA and I was being born in another hospital in Pasadena. Luckily he healed from those injuries and kept racing because he loved it so much. Kristin Kirby

I then contacted Vic and Erik Skirmants and they connected me with one of Bob’s mechanics, Warren Dennis. Warren was a young kid who hung out at the track and managed to become Bob’s main mechanic for many years, and personally prepared “Fred” for more than 100 races (see War - ren’s letter below). Bob left Fred to Warren in his will; what better person to leave your race car to than its mechanic. That was Bob.

I worked with Mr. Kirby starting in 1967 during his long race ca - reer (1955 to 2004). He raced the 1959 Speedster (affectionately know as “Fred”) from 1960 (as a Carrera GT through 1963/4 and then as a pushrod) through 1975. He bought the car from a private party in Oak - Above: Dennis Aase land, California. It had not been raced up to then. We restored Fred as (left), Bob Kirby and a vintage racer in 1972 SCCA “E” production trim in the late 1980s but John Hotchkis drove a never raced it. Carrera RSR in 1977 at All the Carrera parts were long gone when I came along. Fred was LeMans. Kirby and Alan much raced and much crashed. I personally prepared the car for no Johnson took a GT 2 less than 100 SCCA amateur races from 1967 thru 1975. Mr. Kirby won liter win at Sebring in well over two thirds of those races. The best SCCA national champi - 1967, just one of the onship finish in Fred was 5th at the 1970 runoffs at Atlanta. many front-rank races Few photos remain. I know of no log books. When Mr. Kirby died, he competed in, along he left Fred to me. With the family’s blessing, I sold the car in the sum - with SCCA contests. mer of 2005. Left: Relaxing after a Warren Dennis, President, 4th Motion, LLC race. Below: With a 914 he drove in some of his In the meantime Nick was finishing the restoration in 2008 and the last years of racing. word was out that “Fred” was coming back. He got an invitation to the Dana Point show which was showcasing Carreras and they wanted the GT on display with six other cars. I flew over from Maui and drove the car onto the lawn and had a great day. Fred got written up in the local 356 magazine and had many admirers. Now it was time for Fred to travel by boat 2300 miles to Maui. When he finally arrived I drove him home and started putting on the miles. We have the only road in the world that goes from sea level to 10,000 feet in 35 miles. There are only 2 stop signs if you know which way to go. Hairpin after hairpin, farmland, cattle and horses line the way up the mountain. Fred loves the run up the hill at 4000-5500 rpm. When the tach hits 6000 rpm I am going 60 mph in 2nd gear. I have put about 4000 miles on the Doyle engine and it just sings all the way. In 2010 Nick invited me to the Pebble Beach show, and as I rarely get to mainland events I was happy to meet him there. He had two cars at the Quail Lodge show. It was lunch time lunch at the Quail and I got a healthy plate of Italian food and sat myself down. A moment later a man came up When I showed the paper to my friend he was in shock, he said I had and asked if he could share my table. He held out his hand and I gave it a just had lunch with Hurley Haywood. Living in Europe and Hawaii since the shake. I noticed he had a Porsche jacket on and asked him if he worked 1960s I never followed racing in the states, in fact I had never heard of for Porsche, he said he was a driver. I asked him if he drove people around Hurley. What impressed me was that he sat down with a perfect stranger the event and he said he used to race for them. Then someone stopped by and had a long very friendly conversation like any other normal human and handed him a book and asked him to draw a car and sign his name. being. It must have been obvious to him that I had no idea who he was, This seemed a bit unusual and I wondered why. When I told him I had a and he never drew any attention to himself. When I got back to Hawaii I GT Speedster he was very interested. I told him that every time I went up to contacted his friend “Wolfgang” and told him who referred me. He asked 10,000 feet the plugs fouled and it took about an hour to change them all. for my name and address and said he would send me out the Bosch plugs He then gave the name of a friend of his and told me to contact him for that would not foul. I then asked him where his store was and if he would some plugs that would not foul. He also wrote his name as a referral. We take a Visa card. He then told me he was the Bosch distributor for North continued to talk for another half hour or so and parted smiling. America and that if Hurley referred me there was no charge. I was amazed

www.Porsche356Registry.org • May / June 2012 37 again at the connection and thanked him for taking care of me. A few days later 16 plugs arrived and I haven’t had to change them in two years (they are Bosch Silber W 4 CS). Later on that day at the Quail I met Steve Heinrichs. When he found out I had a 1959 GT he invited me to bring Fred to the Porsche Race Car Classic in 2011. I don’t do mainland car shows and would not usually ship a car over for an event, but this was different. I buy cars to drive them, not show, but to be invited to the Race Car Classic and Rennsport is a once- in-a-lifetime chance. My good friend John Bessy had rented a cottage in Carmel and I would be staying with him. Nick and his crew were coming up and had some cars on display at Laguna Seca. I put Fred on a boat. Among the faithful When I arrived in Monterey I met Nick at Laguna Seca and unloaded Fred off the truck. I parked him at the European Collectibles booth with all the other great cars they had on display. Chris Casler and Jeff Trask helped set up Fred front and center. I had signed up for the “Drive” the next day from the Quail down to Monterey and then right on to the track at Laguna Seca. There were 40 cars on the drive, and the Highway Patrol was in front of us stopping traffic at every intersection. What a blast! John was riding shotgun and we were driving at what I would call a very spirited pace. We stopped at Monterey Beach and then headed to the track. I was running out of gas, so when we got to the track John guided me to the pump. By the time we filled up, all the other cars were lined up to do some “exhibition” laps. As luck would have it we were last in line, my favorite place on any drive. We let all the other cars get way ahead and then just let it rip; no one was in front of or behind us. We dropped into the corkscrew and I was a little too far right - according to John. When we got to the straightaway I slowed down to about 25 mph and let everyone get way ahead of us again. The next time through the corkscrew was way better and we were going into the curves faster every lap. By the last lap we were sliding sideways and the tires were screeching. That really made the trip worth while. We were then treated to another spirited CHP ride through the canyons back to the Quail where we had to set up for the show on Sunday. Porsche Race Car Classic The event at the Quail is beyond description; so many historic cars in unprecedented numbers. There were great people, and food from heaven. I spent the day in amazement going from car to car and talking Top: The car under stories with the owners. Fred got filmed and photographed, I got inter - restoration at Euro - viewed. The weather was perfect. pean Collectibles, When the show was over we asked permission to take some of the with its new 4-cam signage and Steve was gracious enough to let John and I gather up a few engine. souvenirs to take back to Hawaii. I even got the master plan with the owners name and VIN number of every car at the event. Above: At the Fred is now back in his cocoon in my garage with his friends and is Porsche Race Car glad to be home. He fires right up every time and never lets me down. He Classic in October. loves the upcountry roads and always wants to go for a run. To all the people I have met through Fred I want to say a big “Ma - Right: Gregg with halo”. It’s all about the cars, but the people you meet are icing on the cake. Fred at the summit If you are ever in Maui my name is in the book. Give me a call, come on of his favorite road over and we’ll head up the hill. on Maui. Gregg Blue , Haiku, Maui

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Well known to Porsche owners in the Southeast, Jim Watson has spent almost Jim W60 years as a mecahanic, racer atnd dealer.s “Porsches hoave been goodn to me,” he claims. “I’ve dedicated my life to them.”

n 1955 a friend was building a ‘40 Ford coupe. I was building a ‘40 Ford convert - ible. We saw in a magazine where there was going to be a 12 hour race at Sebring, IFlorida. We didn’t think any car would last 12 hours, and as we discussed it the next night he said, “Let’s just take off and go down there and see that race”. So we got another guy to go with us, and we drove down there, arriving Friday morning and set up a little tent to stay in over the weekend. There was a guy there who had a Porsche, he was taking the bumpers off, taping up the headlights. We walked over and I said, “What are you doing?” He told me, “We have to take the bumpers off because if you spin, you might collect somebody else. We do it for safety. And if the headlights break you don’t want glass all over the track. But tomorrow night we’ll peel that off and have headlights.” I noticed it had New Jersey plates and, being just an old country boy, I asked him, “Now, how are you going to get home?”

Jim tells his story in an interview with Gordon Maltby

Jim Watson at Tommy Trabue’s shop in 2011, holding the goggles he wore when racing 550A-0144.

The Coronado Hotel in San Diego. Jim recalls: “In 1958 my wife and I, a four-year-old and a two- year-old, drove from Shelbyville, Tennessee to San Diego to Los Angeles, back to San Diego, and back to Tennessee in the 1954 Cabriolet.”

The 356 had been ordered from the factory without any scripts or deco trim and in this setting provides a stark contrast to the chrome-laden American cars of the day.

40 Volume 36, Number 1 • Porsche 356 Registry He said, “I’m going to drive this car.” “You mean you’re going to race 12 hours and drive that car home?” He told me, “I do this once a year. When I get home I’m going to sell this car and buy a new one. And next year I’ll do this again. It’s the only race I do all year but I enjoy it. “Now, you may think I’m bragging, but I’m going to tell you how I’m going to finish. The factory is running three of these cars, and in our class they’re going to be one, two, three. And I’m going to be number four.” I said, “Well, that’s good to know.” I turned to my friends and whis - pered, “That’s crazy.” But Saturday night during the race, they posted the numbers and sure enough, he was number 4. The next morning he was putting the bumpers back on and I went over there and said to him, “Sir, I owe you an apology.” “Well, what for?” he asked. “When we were talking to you the other day I never thought you’d fin - ish the race. But now I’m going to own a Porsche because you’ve shown me they’re small, they handle good and they run for a long time.” So a few years later I bought a 1954 Cabriolet. I bought the ‘54 in Nashville. I went to the VW dealer and talked to Jim’s first Porsche, a 1954 Cabriolet, complete with tin foil and tape nose protection the service manager and told him, “If you hear of any Porsche for sale, let at a roadside rest area in Arizona during the West Coast trip. Originally blue, Jim me know.” painted the car red. He said, “If I find you one, it’ll cost you a fifth of whiskey.” Six months later he called and told me there was a girl in town with a Porsche, 22,000 miles but it had a burned valve. I knew it didn’t have a burned valve; she just never drove it very hard. Her dad had given her the car, sent her to the factory to pick it up and she toured Europe in it. It had no insignias on it; her dad had a Porsche and he didn’t like the emblems because they kept catching on towels when he washed it. So he ordered her car without em - blems. I bought that car, and I started looking for a mechanic. I had worked in a Chevy dealer parts department in high school and had been in the Seabees in the Navy, and I had read some books so I knew something about mechanics. So I thought, I need a manual. In Road & Track there was the name of a Porsche rep, Mr. Sigmund Mayerlen in Jacksonville Florida and his phone number. I called him and said, “I have ‘54 Cabriolet and I’d like to get a manual. I’m mechanically inclined and I want to do the work my - self.” “Well, first,” he said, “you should call me Siggy, not Mr. Mayerlen. I At Courtland, Alabama Jim throws a rooster tail in the rain. “I was the best in the will send you a manual. It will cost you nothing, because you are so inter - rain,” Jim says. “I still am.” Below: Courtland was a former Army Air Base with flat, ested in Porsches. And if you have a problem, you will pick up the phone concrete runways and a 3.2 mile course. On July 7, 1963 Jim Watson set a course and call Siggy.” record for 100 miles (32 laps) at 1:17:16 in his Porsche RS Spyder. And I did. If I had a problem I called. The next March I went to Se - bring and the first thing I did was to go see Siggy. We got to be friends. He knew more about Porsches than anybody. Later, he was one of the reasons I had a dealership. I had rolled the ‘54 Cabriolet and totalled it. I had a friend who had a Super 90 Roadster. We went down to Sebring in my ‘58 Super Coupe in 1962 and on the way back I told him, “I’ve decided I’m going to sell this coupe and find a Speedster. I’m going to go racing. He replied, “Well, you’ve raced all the way to Sebring and back. You might as well get on the track.” A used car place called George Cole’s in Nashville had a red ‘58 Speed - ster. I asked a guy I knew there what was the story on that car. He said, “(The owner) bought it but you know how it is, with a Speedster in the summertime you burn up, in the winter you freeze, and when it rains you drown.” “Yeah, I know that,” I said. “But I want a race car. You tell the owner if he wants to trade for my coupe I want $500 difference.” A few days later I heard back - the guy and his wife wanted that coupe so they could drive it anytime.

www.Porsche356Registry.org • May / June 2012 41 Going racing I got the Speedster on a Saturday and had a friend weld in a roll bar at his shop. On the way back home, there was a terrible rain. I hit a low spot in the road that was nothing but water and the car spun. The back end went off into a ditch and the car went down, “blub, blub, blub.” I caught a ride back to Chapel Hill, got a wrecker and had the car towed home. I drained the trans and engine, took it all apart and had it running by Friday night. Saturday I took it to an SCCA driver’s school run by Jesse Coleman, chief starter at all the races. As we started the session. Jesse asked if anyone had any disabilities, a hand off or a leg off. I said, “Jesse, I don’t have but one eye.” He replied, “Oh hell, Watson, you’re always causing problems!” But he gave me the names of three doctors and said, “I want you to get a statement that it will be all right for you to run under my supervision.” I had that done by 1:30 in the afternoon and Above: At Courtland, Alabama Jim confers with starter Jesse Coleman (right). by 5:00 I had more track time in than anyone else. Below: At a 100 mile race at Courtland, the Alabama region hired Stirling Moss to At a hillclimb two weeks later at Chimney Rock, I beat the Pennsylvania come and present the trophys. During practice, coming out of the back straight Jim Hill climb champion, although he had a normal Cabriolet, about 300 lbs spun four or five times, but got back on track. Moss told him, “I met you in 1956, heavier. Later that fall I set a course record there that stood until they and my number was also 34. And that spin yesterday? ‘Cracking good recovery!’” widened the course in 1967. I was just a natural driver. In the background with a hat is Mike Brockman, who Jim later hired as a salesman, At a race late in 1962 Siggy and all the German mechanics were and 40 years later raced with Jim in HSR sharing a 2.5 liter 911. preparing a car for a man named Fowler of Jacksonville. He had 53 points in Florida, and I had 53 points in Tennessee, the Carolinas and Georgia. I knew that Siggy had so many secrets that I didn’t have. Saturday morning there were ten laps of practice, and I just followed him. We had a five lap race that afternoon; I just followed him. Sunday morning there were five laps of practice and I followed him again and saw all his weak points in the turns. When we started the 20 lap race, there was one turn where he would go wide every time. After a few laps I just wound inside and passed him, and went on to win the race. Afterwards, I went over to Siggy, shook his hand and said, “I want you to know that I beat your driver, I did not beat your car.” Next day, Bob Stoddard of Brumos called and said, “Any - thing you ever want from Siggy Myerlen, you just let him know. We race all over the world. We win and lose, but no one has ever said ‘I didn’t beat your car’”. I won everything (in class) in 1962 and so I went to Jesse Coleman and told him I wanted a faster car. I wanted something to win with, overall. Just before Thanksgiving I got a call from him about a car in Florida that was called the Killer Spyder. “Why was that?” I asked. He told me a guy bought it, had his mechanic work on it for a year, and then took it to Daytona, went about three laps and came back white as a sheet. It got sideways and scared him; he was sure it was a killer and he just wanted to sell it. Two of his friends bought the car, took it to a driver’s school at Daytona and the same thing happened. They’d come toward the wall and then correct. What you need to do is leave it alone, and the rear end just comes right back. When I bought it I didn’t have to do anything to the suspension. It was perfect. I ran ten races with that car, nine wins and one DNF when I broke a valve spring at Daytona. Later the car was on the show floor of my dealership where it took more abuse than it ever did on the track. From retail to autos I had gone into business with my father-in-law in a department store, and bought the store when he passed away. I was working on Porsches on

42 Volume 36, Number 1 • Porsche 356 Registry the side in Chapel Hill, Tennessee because there wasn’t anyone else around. After four years running the department store I sold out and got a Porsche dealership in Huntsville, through Siggy. The VW dealership there changed hands and the new owner didn’t want to deal with Porsches. We worked a deal with Mr. Brundage for the franchise. Then we went to Volvo and asked if we could be a dealer for them and they considered it. They asked Siggy about me and he told them, “Whatever work is done there will be done properly.” During that time as a dealer I also built a 356 coupe that ran in the 1300 cc class for two seasons. A new Porsche When the 911s came out, we sold more Porsches than any dealer in the Southeast per capita, and I’ve always said it’s because of service. Every new Porsche we got, my partner and I would drive it ourselves from Jack - sonville to Huntsville so they would be properly broken in and ready for Jim at speed in 550A-0144 at Courtland. the customer. I had ordered a silver 911 with black interior and when the Below: An old and damaged photo of Jim with some of the trophies he won with confirmation came it read, “schwarz/schwarz”, but I didn’t want a black the Spyder. car! Jack Atkinson and I did the fueling for Porsche at Sebring and Daytona every year, so I took along the confirmation to Sebring and showed it to Huschke von Hanstein. He told me, “Jim, all the silver cars go to the Ger - mans first, then to the United States.” I said to him, “But this is my demonstrator, I’m not going to sell it.” He put the confirmation in his pocket and said, “Well, we’ll see”. The next day he gave me a confirmation slip back that read “Silver/black”. I got the first silver 911 in the USA. Everybody wanted that car. When the car arrived, Siggy called me and said, “Your 911 is here and you will spend Saturday morning with me. I will teach you the carbu - retors.” He got his wrenches, jets, magnifying glass and we went out on the interstate. He would run it flat out in second or third, shut it off and coast over to the side. He’d pull the plugs, read them, then start changing the jets. When we were through only one of those carbs still had the jets that came from the factory. But boy, when you got it right you had a magnificent car to drive. The only thing you had to do is know what you were doing. In May of 1967, I got a call from another friend who asked to speak to me in private at his home. There, he told me, “It’s going to be announced in a few weeks that the president is moving the space program activity to Houston, and it’s going to affect the economy in Huntsville.” By the next day I had sold out to my partner. I called Siggy, told him what I had done and that I was moving back to Lewisburg, Tennessee. He said, “Wherever Jim Watson goes, he will sell Porsches.” Tommy Trabue One of my customers, David, had a 2.7 911 I had built for him. He Jim (right) and Tommy Trabue with a 1960 Super 90 1600 Roadster, the first race was a marina owner and Tommy Trabue had a boat there. Tom bought a car he built for Tommy, and below, a 1957 A Coupe that ran in the 1300 cc class. Speedster and was driving it one night when the engine locked up on him. On March 17, 1988 Tommy drove the Roadster to a 10th overall and first in class at After a while it started, but it locked up again. At this point he called David the Sebring vintage event. Jim drove the 1300 coupe to 21st overall and 2nd in and asked if he knew anyone who could fix the problem. David said, “That class in the same race, his first competitive event in 22 years. Watson who works on my 911, he’s got some old tractors laying around and once in a while he’ll fit in a Porsche. Let’s call him.” Tommy got on the phone and asked about my background. I told him I’d been working on Porsches since 1956 and had owned a dealership. He said, “David told me you mostly worked on old tractors.” I told him I thought David might be pulling his leg. Tommy was getting interested in racing at that time so I went with him to look at a Roadster in Denver. He bought that and another car, a silver coupe and I built both of them into race cars. When he got ready to race I went to all the races with him, tutored him, what to do, when to do it. He was such a good learner. Then we started racing together; we made a good pair. In HSR, usually the classes would all run together, so Tommy would drive one car and I’d drive the other. We ran that way for about six years, and dominated the classes. Continued

www.Porsche356Registry.org • May / June 2012 43 Beutlers Jan Brundage went to the Geneva Auto Show in 1962 and called his father. He told him they had a four-place Porsche there. “Buy it!” Mr. Brundage said. Two days later Jan was walking down the aisle at the show and who does he see but his father. “I had to come and see that car for myself,” said Mr. Brundage. He ended up buying two Beutlers and had them shipped back to Florida. Some time later I got a call from Bob Stoddard of Brumos who told me about these four-place Porsches and asked if I wanted to buy both cars. I couldn’t afford two, but I told him I’d buy one, the Geneva show car which was white with a blue top. He drove it up from Jacksonville and we met in Georgia. My preacher friend was along and he absolutely loved that car. The next morning he showed up at my department store and said, “Jim, I know you gave $4,000 for that car, but I’ll give you $4,500.” Now that was a lot of money in 1962, so I sold him the car with the understanding he’d sell it back to me if it ever came to that. In the meantime he also had a half interest in the Spyder I was racing in 1963, and he bought a Cunningham sports car. In 1988 he told me, “Jim, my accountant says I In addition to the Geneva Show car, Jim owns a Buetler he bought from a man in should sell these cars.” So Tommy and I bought all three together. Texas in 1998, one of five built on a B chassis. East Coast Holiday, 2009. I raced again in ‘98 in a 2.5 liter 911 I built. Mike Brockman (who drove with Paul Newman) and I did an HSR race at Daytona and took sec - ond in class. Then I had a couple of hips done and Ralph McCracken bought the car and raced it. I maintained the car, and sometimes drove it with him in ‘02, 03, 04, and then retired in ‘05 when I was 75 years old. I don’t take care of any more race cars but I’ve got one more appoint - ment for a street car. I’ve known Bill Patrick since about 1967, ‘68. (see July/August 2011 356 Registry, page 44). He heard I was going to retire so he called and said, “I really only need an oil change, but I want you to go over that car completely. I want it to last the rest of my life!” After that I have a warehouse full of cars and parts I need to sell. The rest of the work I do will be my own.

550A-0144 The story goes it was originally ordered by the ruler of a South American country, but after it was built and shipped, he was over - thrown. Porsche tracked it down, then sold it that man in Fort Laud - erdale who found its handling so scary at Daytona. Sold then to two of his friends, they traded it to a dealer for a Carrera. Jim bought it from the dealer.

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www.Porsche356R333J=BF9SVYXMXWUYUJPROegistry.org • May / June 2012 45 From Roy Lock L.A. Weekend

A special treat was a tour arranged by Roy at Scat Crankshafts. Owner Tom Leib (left) Above: Steve Hogue’s metalwork shop in Torrance was open all day Friday and personally conducted the group through visitors got to see several early 356s, an RS61 and other exotic creations. crank and rod production.

Willhoit’s Roy Lock took photos at some of the open European Collectibles houses held during the Literature Meet Weekend John Willhoit’s open house on Friday feautured a large in March. Taking part this year were California group of cars on display, plus chassis dyno runs. Porsche Restorations on Thursday and Friday, L.A. Porsche Dismantlers in Sun Valley, AutoKen - nel in Costa Mesa, and Sierra Madre Collection in Pasadena on Friday. Saturday after the Lit Meet Porsche fans could visit CarParc, Jim Liberty’s shop and European Collectibles (left), all within a few blocks of each other in Costa Mesa. No one went home hungry or thirsty on Saturday. At Willhoit’s, John dis - played a new 2132cc engine with 82mm crank, special Carillo rods, 91mm pistons and 44 Solex carbs. Willhoit’s 161 hp and 147 lb/ft! On Sunday, the 356 Club of Southern California once again spon - sored the All-Porsche Swap Meet at the Phoenix Club in Anaheim (right). Indoor vendor displays were in the FestHalle, outdoors held two acres of room for vendors, swappers and a large grass field for car corrals. Jeff Trask, Pete McNulty and Bob Lee headed up a large group of volun - teers who continued the SoCal late winter swap tradition.

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1 11/22/11 4:27 PM

A partial list: Complete set of tools, a torque A 6000-Mile wrench, spare tire, spark plugs, a set of valve cover gaskets, spare rotor, points, condenser, Porsche 356 head and tail light bulbs, 18 cans of oil, air com - pressor, oxygen-acetylene torch, assorted elec - Odyssey tric wire and connectors, soldering gun, electrical tape, 25 foot trouble light, 12 volt / 110 volt inverter, a 1-1/2 ton floor jack, wheel stands, a creeper, chain ratchets and nylon strap tie downs and ball hitch (for “Plan B”), a one takes a cross-country trek with his son, finding out just which vehicle is dependable ton come-along, bailing wire, duct tape, hose Russ King clamps, nylon wrap ties, a 5 gallon can of gas, a orsche owner and driver, Jim King, 56, trailer. His “Plan B”, assuming a major non- 10 gallon cooler, spare oil filter and filter architect and incurable 356 fan had roadside repairable failure, was to rent a U-Haul wrench, hand cleaner, shop rags, paper towels, Pbeen accepted to show his 1956 Car - truck and a trailer and tow the “remains” to bungee cords, Windex, and Rain-X (356 wind - rera at the Porsche Race Car Classic. Jim’s car Monterey. screen wipers, as most of you know, are rela - is not a pristine example, rather it looks more In the process of considering all of this, I tively useless). Also, the 356 Travel Assistance like a recent barn find. It’s considered an “Out - looked for some good advice on trailering, not Network names, addresses and numbers for 356 law” as it is powered not by the original 4-cam, believing that driving this car across this country Registry members in case of problems. Our lap - but by a tweaked 912 engine with a ’74-911 S would really happen. Bill Noroski of “Heidi” tops, cell phones and cameras complete the list. fan and shroud. To the uninitiated, the engine at fame advised, “Trailer it, and don’t drive it out Oh, also a change or two of clothes, good a glance looks similar to the 4-cam setup. there.” Bill then offered experienced advice on stuff for the cocktail party and banquet the night Jim intended to drive the Carrera from equalizing hitches, tongue weight etc. before the show. “Business casual” is the indi - Manlius, NY (near Syracuse) to Monterey Cali - I also spoke to Porsche expert and another cated dress code. In California that’s anything fornia and back - a Porsche Odyssey that is the good guy, Mark Schultz of Schultz Motor Works, from a suit, white shirt and tie to a tee shirt, subject of this story! Utica, who offered his beautiful enclosed trailer shorts and flip-flops for men, and for women, “Hey Jim, why not take the trailer?” said I, to us on the phone! I had never met any of these anything from a sequined strapless cocktail referring to the open car trailer in the barn. good folks even though I have been a member dress to jeans and a tank top. It was all there! “Nah. What kind of adventure would that of PCA for many years. I visited Mark Schultz at Jiggy assembled the snacks and lunch mak - be, Dad? Besides, I have the U-Haul dealers spot - his shop to thank him for the offer of his trailer, ings to supplement what Jim’s wife Kris provided ted all across the Country. Plan A will work!” and we talked about—what else—Porsches. In for his planned solo trip. We were ready! Jim had full confidence in the car and his the course of discussion regarding engine heat Oh, did I mention the chase vehicle is not ability to make this trip without a hitch - or a on the 356, he advised propping the engine lid a Cayenne S-Turbo, but a ¾ ton GMC 2500, up with a modified tennis ball, but cautioned, Diesel-powered, crew-cab so the 1000 lbs. or “Don’t let it get loose and get into the fan”. We so of stuff is not a problem. used it and it worked. At 6 a.m. on October 8th the final prep is Having turned down Mark’s gracious offer complete, the single left front fender mounted of his trailer and disregarding Bill’s good advice mirror on the Carrera is adjusted by Jim’s wife, I considered alternatives. “How about I follow cameras at the ready and we were off on our with our trailer?” I asked. 6000 mile Odyssey. “That will just slow us down. Nothing is At a pit stop for coffee and photos the car going to happen,” Jim replied. draws the usual attention as well as the truck, “OK, how about I just follow, just in case? both emblazoned with large magnetic Porsche Besides, I’d love to drive across the country— Race Car Classic logos and the logos of the fund especially to Monterey—and see all those neat raiser benefactors. Porsches and the people that go with them.” Onward to our first objective, South Bend, Prepping for the trip: Wax isn’t going to make this car “OK, but it will be 600 miles per day. For Indiana where the check engine light on the a concours queen. On arrival at the Monterey Portola five days straight,” says Jim. “Think you can do truck goes on. An on-the-fly consultation in Iowa Hotel the 356 is the center of attention. it?” (He’s 56 and I’m 82.) with an On Star Tech says it is an indication of Jiggy, my bride and best friend of 60 years an air intake problem but if performance is not volunteered to co-drive the chase vehicle. She is affected then it will not leave us by the side of a tennis player, downhill skier and all-around the road. This is encouraging. And by the way, athlete. And like me, a lover of adventure, travel, we have no “Plan B” for the truck. The 356 just any challenge - and incidentally, an excellent purrs on trouble-free, unlikely to be able to re - driver. She says she is better than I am. After 60 verse roles and tow the truck. years, who can argue with that? Press on regardless is the word! And we So now we have our 356 pilot, Jim and the do. The Porsche goes on at 75 or so, using about chase car pit crew - Jiggy and me, and “Plan B”. a quart of oil every 300 miles and refueling We have a week to gather the needed equipment about every 200 miles. After 4-1/2 days at 70 to to support the assault. Being retired I volunteer 80 mph, we are averaging 65 mph overall, in to assemble all the stuff I think we may need. spite of construction. The weather was great,

48 Volume 36, Number 1 • Porsche 356 Registry with only five minutes of rain, and a little snow Tip was a born engineer and inventor. He unfor - alongside the road and in the mountains. The tunately died young having designed numerous Carrera just purred along. The check engine fast cars, the Lipe Release Check for testing ski light came on in the truck, again. bindings and the Burt ski binding named after After five days we arrive in Monterey. Half his wife Pinky. our mission accomplished! Most of you are probably not old enough * * * * to remember Tippy. He raced the Pooper in The next morning Jim and I drove to the 1955 and 1956, in the East. It is said that Tippy downtown Monterey HQ hotel to register, in the always seeking more speed and power often was 356, of course. We pulled into this gorgeous DNF while leading the pack. Pete Lovely raced plaza among six pristine Ferraris and were di - another Pooper successfully on the West coast rected to a separate parking place next to a in 1955 and 1956. Both cars were at the PRCC. beautifully landscaped water display. The Car - Returning home a week later, there were rera, bug stains and all, became the center of at - no mechanical events worth reporting. Just back tention as the Porsche fans gathered around. All tracking 3000 miles. The only things used from marveled at this un-restored example, having the 1000 lbs. of stuff in the chase vehicle were been driven here, some 3000 miles. one 4” wrap tie and the oil filter wrench to One Porsche engineer accompanying the tighten the filter cartridge, which reduced the oil The author (left), Jim and Jiggy in Monterey. Museum cars from Stuttgart, when asked if he consumption to about 1 qt. /1000 miles. Below: Jim with Bonnie J. Addario at the PRCC. thought the Carrera should be restored said, Jim was right. We didn’t need all “Oh, dot vould be a schame, vee don’t see such that stuff; the Carrera just rolled on un-restored examples much.” as he was confident it would. The Also another German, when asked if the truck, on the other hand, with 2000 car should be washed for the show said, “Nien. miles to go developed a major rattle You drove it tree tousand miles here, chust leafe on the front of the engine, surpassing all tose buks on dere.” And so we did. even the diesel noise. It was a vacuum * * * * pump bearing which fortunately The next several days had many events, like didn’t catastrophically fail. We also the “Drive”, escorted by the CHP on BMW mo - had to use a length of bailing wire to torcycles. The participants drove south on the secure an inner fender liner on the scenic Pacific Coast Highway, along the famous truck, loosened no doubt from chas - 17 mile drive and Pebble Beach, with several ing the Porsche those many miles. stops for photo ops and Porsche talk. A couple Regrets? We wish the chase car laps of Laguna Seca, followed by watching the had been our ’05 911 Porsche Car - vintage Porsche races. (Jim was pleased to have rera coupe. It would have served as well and Jan Brundage as his co-pilot during the been a whole lot more fun, with the wrap tie and “Drive”). It was quite a sight, with over 1300 filter wrench tucked away in the armrest. Porsches in the corral at Laguna Seca. We would do it again in a heartbeat. The By the way, Jim and his twin brother and trip, the cocktail party in the lime grove, the din - architect partner, Pete (both Porcheophiles) ner, the show, spending time with Jim, the events were born in Coronado, California. There must and the people we met, all across this great be something in the water in California, as that’s country of ours. We met and were engaged by where I caught the “disease” long ago. I remem - truckers, farmers, oil workers and miners, at ber well seeing my first Speedster there in 1954 fuel stops, motels, restaurants and rest stops. All as they were introduced to the USA. were interested in what we were doing. Finally on Sunday, on a perfect California We recommend that anyone who has the Jiggy and Russ with the chase car they should have day the Porsche Race Car Classic Show at Quail opportunity to drive across this land as we’ve taken. Below: At the end of the trip, Rusty the Golden Lodge began. And what a show it was. A history done several times over the years, do it perhaps Retriever is glad to have his ball back. of Porsche racing from 1950 to 1965, live and more leisurely than our Odyssey. It’s a great in color, in a pristine setting. Eye candy for the country full of hard working, friendly people. Porsche enthusiast. A beautiful buffet lunch, Cal - You might even drive that Porsche of yours. ifornia wines of course, and wonderful Porsche people. Purchased by Jim King in 1996, 1956 Carrera GS Of special interest to us from central New #55614’s original engine was 90573. From 1959-1967 York, in addition to “Our” Carrera, was another the owner was Takeo Wakai from Whittier and Lodi, CA, outlaw, a “Pooper” based on a Cooper formula a UCLA physics student. It had been stored for 18+ 3 Chassis, substituting a Super 1500 Porsche en - years before he bought it, without the original engine. gine in lieu of the original Norton motorcycle Jim has been slowly “restoring” the paint to the origi - power plant. Fitted with a custom aluminum nal metallic gun metal gray color by rubbing off the body, the car was built and raced by a friend and red overcoat. He says it has been so much fun to drive schoolmate, Gordon C. “Tippy” Lipe of Syracuse. he hates to pull it off the road for an extensive resto.

www.Porsche356Registry.org • May / June 2012 49 Amelia Island

Porsche AG’s 917LH, a specialty car built just to run Le Mans in 1970 and 1971

he second weekend of March saw the On the racing side, the photographs will 17th iteration of Bill Warner’s presti - tell the story, but Amelia had Julio Palmaz’s RS- Tgious Amelia Island automobile ex - 60, a pair of racing 911s, an RSR, three 935s, travaganza. There were two auctions, several three 907s, two 908s, three 917s, and a 924 seminars, a banquet, a driving tour, a fashion GTR. As nice as the Porsches were, the Amelia show, and concluding with Sunday’s festivities, Concours included 295 cars, so there was much a hugely popular concours on the 10th and 17th more to see. The 12 Ferrari GTOs were a good fairways of the golf club adjacent to the Ritz Carl - place to start. Then the classics, and the “what - ton Resort. ever” cars that reflected Bill Warner’s well-de - For the 2012 edition, Amelia Island fea - veloped sense of humor and deep automotive tured the 50th anniversary of the Ferrari GTO knowledge. and the Shelby Cobra, custom-bodied Cadillacs, To really see the cars, however, you need experimental Corvettes (mostly Vettes owned by either an early-entry press pass or you should Porsche friend Mike Yager), cars that appeared wait until about noon and let the 9:30 wave of on covers of Road & Track magazine, and se - spectators dissipate. Either way, you’ll be able to lected winners of the Sebring 12-Hour and Day - see the cars unencumbered, and it is literally the tona 24-Hour races. The accomplished former only way to get unobscured photographs. In all Porsche factory driver Vic Elford was this year’s the 2012 event pulled in 23,000 people - and Grand Marshall. easily 75% of those folks streamed in at 9:30 am. Leading up to the concours, the Amelia Elsewhere on the Island there were several Concours committee arranged several seminars. events to attract Porsche aficionados. On Friday This year saw a panel discussion on the Ferrari- David Gooding had his auction at the nearby Leo Schigiel of Miami. Below: Tom Conway and Cobra wars with driver Bob Bondurant, Cobra Omni Plantation resort. That auction included Mel Shapiro with their 1968 tribute to Concours Daytona coupe designer Pete Brock, and Ferrari 17 cars from the Drendel Family Collection, in - Grand Marshall Vic Elford’s 1968 911 rally car. designer Mauro Forghieri. The Great Endurance cluding perhaps the best selection of 14 tur - Drivers’ Seminar included Brian Redman, Derek bocharged racing Porsches ever assembled. In Bell, Joe Buzzetta, Vic Elford, Sam Posey, Hurley addition, Gooding had one noteworthy 550 Spy - Haywood, Jim Hall and Gerard Larousse. That’s der and five 356s for sale. RM Auctions had an a rare assemblage anywhere outside a additional six 356s at their Saturday auction at Rennsport Reunion. the Ritz Carlton Resort. Please see our Market - On the concours field, there were many Watch column on page 54 for fulsome coverage racing Porsches to explore and appreciate, but of auction results. only one 356. That car was a lovely black over The Amelia Island Concours and support - red 1956 Speedster owned by Leo Schigiel of ing events are scheduled for next year on March Miami. A close relative of 356s was shown by 8-10. We would certainly recommend that you long-term Registry member Myron Vernis who try to attend. It’s a stunning event, run in a low- brought his 356-engined prototype 1953 Paxton key, user-friendly manner, in a readily accessible Phoenix coupe (top left) from Akron, Ohio. and relatively low-cost locale.

50 Volume 36, Number 1 • Porsche 356 Registry Report and photos by Prescott Kelly Images from Neil Rashba

See more from Amelia Island at neilrashbaphotography.smugmug.com Rob Walton’s 1978 IMSA Championship 935 that was driven by Peter Gregg.

Neil Rashba was offical photographer of the event and captured some of the highlights, from top: Prime time crowds Phil Bagley’s 1965 911, the car in which Peter Gregg and Dr. Wilbur Pickett won at the concours; long-distance drivers their class at the 1969 12 Hours of Sebring. Below: Dr. Julio Palmaz’s RS-60 panel with long-distance Porsches; Vic 718-042 recorded Porsche’s first ever overall victory at the Sebring 12 Hours. Elford (left) receives an award from event chairman Bill Warner; and some of the Ferrari GTOs that took part in the marque car tour to nearby Ferdinanda Beach, consisting of Shelby Cobras, Styling Department Corvettes, Custom Coachwork Cadillacs and the GTOs.

Reflecting both Bill Warner’s sense of humor and the focus on Road & Track cover cars, a special appear - ance by Stan Mott and the Cyclops auto he created made everyone at the concours award ceremony smile. Photo by Neil Rashba.

www.Porsche356Registry.org • May / June 2012 51 356 Collectibles • Prescott Kelly n early March Porsche enthusiasts wel - Lit Meet 20comed the1 29th annual2 “Porsche Week Iin Southern California”. The festivities were led by the “Lit Meet” that has been at the LAX Airport Hilton for the last 20 years. All indi - cations there were that a recovering economy had pushed interest in Porsche collectibles to a high water mark. The 2012 edition of this Porsche literature, toy, and memorabilia swap meet was the largest ever. Over 245 tables were filled with collectible merchandise and small trim parts for 356s and early 911s. Over 1,500 total people participated with the most-ever number of both early bird shoppers and lower-priced 9 am shoppers. Both the professional vendors and the hob - byists looking to sell or swap off their duplicates reported that sales were excellent. Each year, From Oregon, Logan Gray and his wife brought this prime interest seems to rotate. Last year, for ex - very rare super deluxe 1967 911S introductory sales ample, factory racing victory commemorative brochure. It sold for $1,200. posters were in high demand, while this year the posters dealers reported sales slightly to the tepid side. Hot in 2012 were the trim and other “small parts” for 356s and early 911s. Is that an indication of an upturn in restorations being un - dertaken? Obviously, the now steadily, perhaps even rapidly, es - calating prices on our 356s seem to be promoting more owners to refurbish their cars. Increasingly shop owners attend the Lit Meet to find and buy trim items for cars they are restoring or to inventory the hard-to-find parts. A rogue’s gallery of who’s who: Restorer Cam Ingram and collector Don Murray on the left side of the table; Pam Kelly, dealer Kevin Watts, collector Bob McDowell, and artist Kirsten Benzien on the right.

From top: Part of the crowd of 1500 people and 246 tables spread across two ballrooms at the LA Airport Author Susann Miller and friend Lynne Weiss brought Hilton. Minnesota’s Mark Bouljon brought a nice se - Susann’s books, Bruce Sweetman’s terrific photos, lection of wares, and wore his wants list around his and a Larry Braun bronze sculpture. neck. Bruce Crawford’s wife Alyce with the steering Left: Bev and Tom Gould with a selection of their wheel display of Bruce’s wooden wheel business. wares from TC’s Garage in Vista, CA.

52 Volume 36, Number 1 • Porsche 356 Registry For example, your reporter was happy to find a pair of expertly restored front blinker lights for his 356 cabriolet. Yup – following the trend, I am replacing some 1980s repro items Clockwise from top left: on my car with NOS or primo restored original • Wayne Callaway had these two rarities: a cast alu - trim pieces. These turn signal lights were re - minum copy of a Distler, as collectible as the real stored by Victor Miles, the cognoscenti’s first thing, and a factory award. choice for beautifully restored 356 trim items. • Chicago area’s Hugh Ruthven displayed this gor - Cam Ingram of Road Scholars, fresh off his geous 356A toy. Priced at $3,500, your reporter re - restoration of Hans-Peter Porsche’s Pebble ally wanted it. Beach winning 1949 Gmünd coupe, was seen • Germany’s Henrik Heede and his tower of Porsche buying up Carrera tools including a rare original toys. He also had two more tables full. 356A Stahlewille wrench and spark plug socket • Lest we overlook it, the Lit Meet includes vintage extension that Bob Campbell had for sale. As do VWs, and here VW guru Joe Crockett displays his ex - others, Cam and his buddies spent the week be - tras. fore the Lit Meet visiting shops and suppliers in • Germany’s Ladenburg Galleries sent Julia Stehle to Southern California to source parts, see cars, distribute their catalogs for their May auction of the meet and greet other Porsche restoration gurus. extraordinary “Milou Collection” of Porsche factory Which points to another rapidly growing gifts, literature, and memorabilia. aspect of what is now “Porsche Week in South - • Still the best wall at the Lit Meet is the one with ern California.” Initially there was just the Lit these posters, Doug Palm assisting collector/dealer Meet. A few years later the follow-up Sunday out - Tony Singer (R). door Swap Meet and Car Show came along, in • Mullin Museum Director Andrew Reilly (left), with its most recent incarnation as the Phoenix Club Porsche collector and racer Jim Edwards and outgo - Swap and Show in Anaheim. That swap meet ing 356 Registry President Chuck House. also had its biggest year ever in 2012 – see ar - ticle on page 46. A few years later, a couple of “crews” started to show up early in the week be - fore the Lit Meet, rent vans, and take grand tours to visit shops and dealers. We remember the Michigan crew led by the brothers Denyer with Neil Goldberg and Ted Dunham, and the Ohio/Indiana crew of Myron Vernis, Harry Burn - stine, Bill Ramsey, and Todd Weingartner.

MORE

www.Porsche356Registry.org • May / June 2012 53 Continued The shops and dealers in turn embraced the visitors and started scheduling open houses. The Lit Meet web site listed 12 such open houses. The total number of businesses expecting visitors is probably now well over 20. The grand daddies of these open houses are probably at John Willhoit’s shop and at European Collectibles. As a measure of success, how about European Collectibles having 750 good friends stop by for supper at their open house on late Saturday afternoon? At the end of the day, most Lit Meet attendees find that they spent the vast majority of their time simply chatting with old Porsche friends and compatriots. Bowing to the inevitable, your correspondent assigned his lit - erature duplicates to his son and spent the day roaming the hall visiting. The people are so much more fun than the merchandise, as attractive as it is. Of course, while roaming and talking, if you see something you need or want, a quick time out to purchase is a welcome respite for the vocal chords. The continuing good news is that 2013 will host the 30th Anniversary Lit Meet, again at the LA Airport Hilton. Next year’s date is Saturday March 2nd and the Anaheim outdoor Swap Meet and Car Show will be Sunday,

Top: Laurel and Scott Emsley always bring the largest array of 356 and early 911 tool kits. Above: Long-term Lit-Meeters, from left: Bill Jackson, Mark Smedley, Lyn Mehl, and Joe Hartman at Joe’s table of trade bait. Below: We’ll bet you never saw a 356 Gmünd coupe taillight for sale before. Cam Ingram brought this one from his shop, Road Scholars Restorations. Extraordinary sculptor Jeff Gamble showed his art including this wonderful 356 piece, “King Carrera,” Bruce Jennings Carrera Speedster.

Make plans for next year The 30th Anniversary event will again be held at the Los Angeles Airport Hilton, Saturday March 2nd. Visit the event web site at Lit Meet fixture and perhaps Grand Dame Diane Morrill with her display of 356 Registry club goodies and more. fworw uwpd.latelist,a vnedndtoory sinhfoo, wre.lcaotem d events and registration. The three founders and still current organizers of the Lit Meet, from left, Wayne Callaway, Prescott Kelly and Jim Perrin.

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www.Porsche356Registry.org • May / June 2012 55 M a r k e t w a t c h Prescott Kelly here were many interesting and insightful sales that came from The Gooding re - the Amelia Island auctions conducted by Gooding and RM as part sult proved Steve Adler Tof Bill Warner’s prestigious concours weekend in mid-March. to have been most as - Crowds of Porsche people who might normally be elsewhere de - tute, as the 550 sold for scended on the little island off the coast north of Jacksonville largely be - $3,350,000, represent - cause Gooding’s event was headlined by the Drendel Family Collection of ing $3,685,000 after 17 cars, importantly the late Matt Drendel’s assemblage of turbocharged buyer’s premium. The Porsche race cars. (Ed note: See Prescott’s coverage of Amelia weekend audience gasped; so did on page 50.) the world-wide market. Gooding & Company’s auction was on Friday at the Omni Plantation That price is broadly complex, where David Gooding’s people put together a first class event. It thought to be a world was staffed by knowledgeable and helpful people, with comfortable facili - record for any aluminum-bodied racing Porsche, 550 though RS61 and ties, a breakfast spread for invited friends of the House, and good food and including Abarth Carreras. The originality that survived two restorations, drink available at all times. The reason to attend, however, was definitely the well-established history, good patina, and a couple of committed bid - the cars. The Drendel family Collection encompassed 14 newer Porsche ders – all conspired to this fine result. turbocharged race cars (including the 917/30 below) and four street/track Similarly high prices greeted many of the Drendel Porsches sold after cars that are beyond the purview of this 356-era oriented publication. this Spyder. At Amelia we witnessed a strongly rising market for thorough - (Commercial plug: Please see Sports Car Market for this author’s feature bred racing Porsches. As long as smart collector and investor money is article on the Drendel Collection.) seeking haven in hard assets, we will likely continue to see a rising price trend on the best Porsches, especially race cars. So how did our 356s fare?

“As long as smart collector and investor money is seeking haven in hard assets, we will likely continue to see a rising price trend on the best Porsches, especially race cars.”

In our sweet spot, however, was a car that raised eyebrows around the world: Gooding’s Lot 15, Steve Adler’s 1955 Spyder, serial number 550.0062. Adler bought this 550 a few years back for what most people thought was all the money. The car had a thoroughly established ownership trail, all in the US, with just two owners accounting for a fulsome 35 years of its life. It also had extensive paperwork all the way back to its original invoice. This 550 was never raced; it was always a street car. Although re - stored twice, the last time quite sympathetically, the car retained patina and featured all original panels and parts including its original engine and gear - box. The engine in the Spyder was #90546, a later Type 547/1 built for a Gooding Lot 16 was an early 1956 Type 356A Speedster, serial number 82106. Originally built as a 1600 Super, it thus was one of fewer than 500 cars so constructed. At Gooding it was presented in black over a red inte - . t l

u rior, a change vs. its original aquamarine blue over black. Originally a t r u

e thought to have its original engine serial number 80191, Gooding an - H

u nounced at the auction that the engine was a restamped case. Accordingly, e i h t

a Gooding lowered their estimated price range from $225,000-$275,000 to M . ,

y $200,000-$250,000. The Certificate of Authenticity (CoA) did specify that n a

p the car was built with coupe seats and chrome wheels. As is too often the m o

C case, this Speedster featured heavy bondo on the hood, quarters, fenders,

&

g and doors. (Okay, at n i d

o least the engine lid was o G

f clean.)With the match - o

y

s ing-number luster off e t r u

o and bondo slathered C on, the car sold for a street 356 Carrera, rebuilt by four-cam expert Billy Doyle. The car’s original remarkable $240,000, engine, #90066 was included in the sale in un-rebuilt condition. This 550 right in the middle of had been used 1988-1992 and again as recently as last year for five run - Gooding’s range, or nings of the Colorado Grand and the California Mille, for many a testament $264,000 with buyer’s to its mechanical condition. premium. Well sold.

56 Volume 36, Number 1 • Porsche 356 Registry fairly exclusive classic Porsche “dealer.” One would wonder if he sold at auction rather than through his extensive network of buyers just because the car had “issues.” Few rebounds occur after auction sales and good reputations are protected.

Lot 24 was a 1962 356B coupe, serial number 210980. This original Super 90 had a sunroof and was outfitted with black paint over a black in - terior, a desirable combination for collectors. It was very well optioned out, likely more recently, with a Leitz luggage rack, Les Leston steering wheel, driving lamps, chrome wheels, and headrest rolls. The car’s original Costa Mesa, California owner retained the car until 2005, and the second owner was offering it up for sale at Amelia. It carried limited plastic and looked like a car destined for Lot 64 was an early 1957 356A Speedster, serial number 82626. It a good result until close in - was a recently restored and mechanically refurbished car, attractively pre - spection revealed the ab - sented in red paint over a tan interior. It carried a Normal engine, serial sence of weep holes in the number 63001, and Gooding cataloged the car as numbers matching. The C-pillar for the sunroof downside was that this Speedster had heavy bondo in both front quarters, drains. Oops. The CoA con - the doors’ leading edges, and the rear quarters. One never knows for sure, firmed the suspicion: no sun - but this correspondent would roof was specified. Further, a guess that the tin worm had USA car its whole life, the car visited. The longitudinals and had reproduction European floors could not be easily in - front blinkers and taillights. spected to confirm.The car Oops again. The car hammered sold for $78,000 or $85,800 after buyer’s sold for $170,000, $187,000 premium. If the car had been all correct, popular opinion was that it could after buyer’s premium, to a have made $100,000+. telephone bidder. We hope he had someone at the auc - tion to inspect the car.

Lot 45 was an attractive 1960 356B T5 roadster, serial number 87383. The car was far off its Kardex with an added early Super 90 engine number 800105. Silver paint and a blue interior replaced the original light ivory over red; a 12-volt conversion was executed; and 356C disc brakes were Lot 76 was a 1963 356B Karmann-built coupe, serial number 211142, substituted. The paint meter indicated that the Gary Kempton restoration with its numbers-matching original Super engine number 70313. It had a featured bondo, the car in a lot of eyeball, with a new color combination of nicely executed Smyrna pretty full wrap with a very Green paint over a brown interior with corduroy seat inserts. It had GT heavily plasticized hood. That bumper decos and GT stylized side decos, rally watches on the dashboard, aside, the car presented well and was presented with no hubcaps – overall a sporting look. The owner’s and sold without reserve for wife told us that the coupe was a great driver, and seemed a tad sad that it $135,000, or $148,500 with was leaving her garage. The body restoration used a lot of plastic, however, buyer’s commission. Despite as the quarters and doors were laden thick with the chemical restoration the curb appeal, we’ll call this cure-all. Some details were incorrect as well such as Euro front blinker one well sold. Of interest, the lights on a US-delivery car, and a 356C voltage regulator. Gooding ham - car was consigned to Gooding mered the coupe sold at $85,000 or $93,500 after buyer’s premium. A re - by a very knowledgeable and Continued

www.Porsche356Registry.org • May / June 2012 57 ally attractive Lot 136 was a 1955 Pre-A coupe, serial number 54126, in metallic driver, even with silver over a blue interior. It was an all-matching Certificate of Authenticity the plastic, the car with a Type 546/2 1500 Normal engine, number 35546. The car had buyer was not at been in Germany most of its life when it was imported to California in 2000 the “terrible deal” and restored. The interior and dash were attractively executed. The coupe end of the contin - featured a Golde sunroof added as an accessory well after delivery. It was uum. Of interest, not the factory-correct v-shaped version and it lacked any visible means of this car also was drainage. The car had fulsome plastic and variable gaps. It was bought by consigned by the same well-known high-end “dealer” as Lot 46, the sil - ver over blue roadster above. RM Offerings Moving over to RM’s auction at the Ritz Carlton on Saturday, we had more 356s, some with high interest among potential buyers. Lot 126 was another Smyrna Green car with excellent paint and a very nice fawn leather interior. This time the car was a 1963 cabriolet, serial number 157229, with a 1600 Super engine, number 703676. The consigning owner from Winchester, SC was with the car for almost the entire viewing time. He was

a prominent North - east classics dealer for $117,500 or $129,500 after buyer’s commission. We know Pre-As are warming, but we’re glad we do not have to make a profit on that purchase.

RM had this very interesting 1953 Pre-A, an “in-the-day”supercharged very open about cabriolet, serial number 60130. This car was featured in the March 1958 the on-going and issue of the Porsche Club of America’s magazine, Porsche Panorama . The extensive restora - car’s first owner, Harry Mershimer of Poland Ohio, raided the Pepco su - tion work on the percharger off his MG and installed it on his new 1500 Normal cab. A well- car over the 20 engineered custom installation resulted in an added five pounds of boost years he had at 5,000 rpm. Reportedly, the owner could get eight-second 0-60 mph owned it. Floors, times. After some 35 years hidden away, the car was uncovered and re - battery box, quar - stored in the mid-1990s. As presented for auction, it was basically an in - ters, and door teresting used car. It had a lot of plastic in it, including a big missing chip bottoms were re - done with some plastic in place, all under a nice new paint job. A new Autos International interior was fitted. Some acces - sories were later additions. The engine, gearbox, and brake system were rebuilt. The owner said he had put 20,000 miles on the car in his 20 years with it. Perhaps because of the owner’s forthright presentation and enthu - siasm, aided by the cab’s excellent appearance, and despite the plastic, it sold for a high bid of $120,000, a fulsome $132,000 with buyer’s premium. Good for him.

of bondo off the bottom of the passenger door, some variable panel fit, and a well-worn interior with holes in the rugs where a roll bar had once been

58 Volume 36, Number 1 • Porsche 356 Registry installed. The auxiliary Our last car is a very interesting 1956 356A Carrera GS coupe, serial instruments on the number 57988, reportedly owned by General Norman Schwarzkopf’s radio block off plate brother who lives in the Toronto area. As on any four-cam, the engine is were a neat touch. De - the first focal point. This engine was number 90742, a Type 547/1 with spite being a well-doc - 60-degree V-drive distributors that the catalog said was built by four-cam umented historical guru Gerry McCarthy. A quick auction yard telephone call to Gerry revealed oddity, against a that the engine was a bitsa motor he built from parts, but with a Billy Doyle $175,000-$235,000 rebuilt crankshaft. The many tour stickers and plates on the car testified estimate the car did not to the quality of the engine, but Gerry opined that the engine would be used sell. Yup, right. up by now and would need a rebuild. Elsewhere, the car had a peashooter exhaust (big sound plus), GT-ish bumpers with no decos, lots of repro trim including chrome wheels, and some really variable gaps. The red/oatmeal interior was nicely done, with overstuffed seats and perhaps “semi-GT” door panels. This Carrera hammered at $262,500 or $288,740 after

RM’s Lot 161 was a 1960 356B “single-grill” roadster, serial number 87288 with a reported 74,000 total miles split among just three owners. It had a 1600 Super engine, number 85490, and its original color combina - tion, ivory over a red interior. The eye candy that attracted viewers by the dozens was the Rudge knock-off wheels, reportedly factory specified. The

buyer’s commission, below RM’s esti - mated range but probably fair market value. Someone will spend big money to get the car into top fettle, but this re - porter’s guess is that the rising tide on all four-cams will catch up to the total invest - car had bondo in the quarters and on some door edges and the passenger ment soon enough. door was out badly at the bottom. But the relative scarcity of roadsters plus the Rudges yielded a strong sale at $220,000 representing $242,000 after buyer’s premium. Do not sell your roadsters short, but remember that Rudges are a huge plus factor, up to $50,000 if specified on the Kardex.

An overview of the Amelia auctions would conclude that Porsche race car values were accelerating rapidly upward, based on the Adler 550 and the 14 Drendel race cars. Our prized 356s were strong, but moved more sideways than up. What will Monterey bring?

As always, questions, comments ideas or car transactions to share are welcome. Please email me at [email protected].

www.Porsche356Registry.org • May / June 2012 59 to begin negotiating, when the seller commented more of a local or regional auction. Prescott “We’ve got another one!” After looking at the concluded that you can find rare items in both second one, Bill ended up as new owner of both types of auctions, but sometimes better bargains the cabriolet and a 1961 Karmann notchback can be found in the local/regional events. coupe for a grand total of only $16,000! Jim Schrager discussed calls he frequently 25 Years Ago. received with someone describing a 356 and In the “Letters” column Dick Wiess of then asking “What’s it worth?” As we know, it’s Cincinnati wrote about the 5,634-mile trip he Years not easy to evaluate a car from either a phone and Tom Oerther made to the West Coast Holi - call or an email with a few photos. After reflect - day in Newport Beach. Their Super 90 coupe Ago ing on many such discussions, Jim came to the took a third in class at the concours and then following very good conclusion: “I can say now saw plenty of rain and snow on the way back without hesitation that is extremely hard to value through Wyoming in early October. Just another a 356 without an in-person inspection or a full road trip for a couple of guys who have been Jim Perrin pre-purchase report by a knowledgeable shop”. doing it for years. Dave Seeland’s Four-Cam Forum column discussed engine swaps. The first one was done using a BMW motorcycle. This was not the av - erage two-wheeled machine, as it had a trans - 10 Years Ago. planted four-cam Carrera engine in it! (Editor’s This issue has a wonderful black and white note: there will be a future article about this photo on the outer wrap of the magazine. Taken bike.) He also discussed VWs and Porsches that at the Queen City Airport in Allentown, Pennsyl - he had owned and which ended up with different vania in 1952, it shows an America Roadster engines in them. According to Dave, Paul New - with a 356 coupe a few feet behind it. This may man and Miles Collier each owned Porshe-pow - have been a special Gmünd coupe, as the car ered Beetles. He noted that Paul’s V8-powered had metal covers (probably louvered) instead Beetle (!) was being offered for sale in Au - of the usual rear quarter windows. The cover toweek at the time. was from the East Coast Holiday in Charleston, My own first transplant was a 25 hp VW en - South Carolina where the awards dinner was gine in my 1953 1500 Super coupe, put in there held at a beautiful minor league basball stadium. while my Super engine was being rebuilt --- top Bill Bradle wrote a fun story titled “They’re speed must have been about 65 mph. A second Still Out There”. Bill had owned a rusty 356 one was the loan of my Speedster engine into a when in college some thirty years earlier. He ‘59 VW Beetle I purchased one Palo Alto winter started causally looking for a 356, but couldn’t about 1964, when I got tired of water always find anything in his price range that was a decent leaking into the Speedster. Dick Osgood and I car. He then was thumbing through a Sports Car also put a Speedster transmission in the VW, and Auto Trader and saw a 1962 cabriolet for sale. finished it off with Porsche 356A front brakes as He went to look at the car, which was being sold Prescott Kelly wrote about Porsche 356 well as the Porsche wheels and sticky auto-x as part of an estate. After looking the car all over, collectibles sold at Christie’s and Automobilia tires from my Speedster! I surprised a lot of he found that the car had no rust and was about Auctions. Many excellent and some rare items other drivers the three or four months I had the were offered in these two auctions. The Christie’s Porsche-powered VW on the road! Once the auction was well-publicized to an international rains had stopped, the Porsche parts went back audience, while the Automobilia Auction was into my Speedster and the VW was sold.

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www.Porsche356Registry.org • May / June 2012 61 Automotive design Although we tend to make these assess- At first, automotive designers had little ments with a gestalt sensibility, designers know choice but to focus on function. After all, the it’s the parts that count. Each element not only earliest cars were no more than carriages with contributes to the whole, each stands alone as rudimentary engines, and engineers struggled its own design, if only we take the time to look just to figure out how to make vehicles that were at a car this way. Restoring a car is a good way reliable and easy to use. It didn’t take long for to learn this analytical approach. Separated Jim Johnston aesthetic considerations to find their way into from their usual place, the visual appeal of in- automotive design, however. Those parts usually dividual parts can make their own statement. D a i l y D r i v e r hidden from owners were made only to serve From any angle, an aero mirror is simply lovely their necessary functions, but the temptation to by itself and only grows more appealing when bring a particular design aesthetic to everything attached to the driver’s door where it belongs. Form and Function else often proved irresistible. Eventually every The 356A turn signal grill could have taken conveniently visible piece of a car was other forms, but the one chosen seems artfully drawn for its place. Removed from the deck lid, It is the pervading law of all things organic and inorganic, an aesthetic opportunity. the engine grill is delicate and refined, especially Of all things physical and metaphysical, Over the decades, automotive with its gently curved corners. Installed, the Of all things human and all things super-human, designers responded to shifting cul - long, narrow, longitudinally oriented blades en- Of all true manifestations of the head, tural interests and tastes with cars in hance the impression of the body’s length (un- Of the heart, of the soul, which form often trumped function. like the approach taken in the following 911 That the life is recognizable in its expression, Through today’s eyes, we might pro - series, where width is emphasized). That form ever follows function. This is the law. nounce some designs breathtakingly

he famous American architect Louis Sullivan wrote this credo – the rule that T shall permit no exception - in 1896. Aside from the appeal of alliteration, the phrase may have stuck in our aesthetic consciousness because we see its wisdom again and again in our lives. Only a few years later, the Austrian ar - chitect Adolf Loos argued that architectural or - nament was criminal, and Modernism was on its way. This was only the beginning of a “form follows function” era in design that sometimes went so far as to avoid emotional qualities in de - sign we might otherwise enjoy. But must form follow function? Is orna - ment criminal? What about when form, even to Timeless designs like a Ferrari GTO or a Bugatti are always welcome on concours lawns like Amelia Island. Neil Rashba photo.

beautiful and others distinc - Sensory appeal as function tively ugly, but most suited their Although the form of many of a car’s visu - time. Many would accept ally accessible parts must each serve certain French designs of the 1930s by functions, their aesthetic appeal in doing so mat - Figoni & Falaschi as the epit - ters a lot. The teardrop taillights on T2 and later ome of automotive sculptural 356s could have been designed with the narrow art, but other cars of the “cost- end pointing to the outside. This would have A Figoni & Falaschi-designed Delahaye at Pebble no-object” school of design, whether earlier or served the same lighting function, but that ap - Beach. Photo: RIchard Owen, Supercars.net later, would suit as well. For example, marques proach would not have had the desired aesthetic the extent of being ornamental, serves aesthetic such as Rolls Royce and Packard offer magnifi - effect. To switch sensory modalities, the 356 ex - functions? Can form precede rather than follow cent examples of appealing pre-war design that haust system adequately muffles without too function, in a sense? A piece of chrome trim cre - celebrate straight lines. Post-war sports cars, much back pressure, but if it did not also pro - ating a line for the eye to follow, a fender curving their designers ignoring the obligation to fit a duce just the right rumble, it would lessen the just so, the shape of a knob on the dashboard, growing family in the back seat, are especially car’s appeal. even the typeface of instrument numerals… beautiful to most of us. It is hard to look at a When the desired outcomes must meet Might it be argued that they have as much of a Ferrari 250GT Lusso without lust in your eyes. both functional and aesthetic objectives, design - function to fulfill as all the parts that make a car Fortunately, more financially accessible designs ers face the challenge of figuring out how to in - go and stop? also have their place as industrial art. corporate artistic appeal into features that are

62 Volume 36, Number 1 • Porsche 356 Registry constrained by functional requirements. It can advantage of experience with the Volkswagen, it cockpit could have been flat on top, but they are be sometimes be difficult to meet these twin had the further benefit of avoiding the need for gently domed. The steering wheel hub and standards. The roofline required to accommo - a large opening at the front of the car to accom - spokes did not have to emphasize roundness. date the rear engine placement in a 356 is han - modate radiator cooling. The corners of the rear view mirror, interior dled well in Coupes, but their gracefully This adherence to the “form follows func - lights, and other pieces are rounded as well, dropping top line is unavoidably sacrificed in tion” dictum for the overall lines of the car didn’t though this served only aesthetic purposes. the open models. Early bumpers are particularly discourage a more purely aesthetic approach to There is nothing special about curved lines troublesome because their effectiveness in pre - its details. As befits the body’s curves (taking the in cars of any era, of course. However, the col - venting low speed damage to the body often A model as our example), there are a minimum lection of particular curves and how they are seems inversely related to their attractiveness. of straight lines on the attendant bits and pieces. used and relate to each other is unique to each Many would say that 356 bumpers only got Every part attached to the outside of the car – marque and model. The design elements of the worse over the years as functional and regula - signal and tail lights, door handles, the engine 356 come together to communicate a smooth, tory requirements constrained aesthetic options. grill, body badge, hood handle, fender mirror, integrated, almost delicate sensibility that belies And of course the Speedster windshield is justly tips of the rocker deco, bumper guards, rear re - the car’s strength and reliability on the road or famous for its beautiful shape but no less infa - flectors, and more - is curved in particular ways. track. From the outside, the design looks light mous for falling well short of serving its function Together with the curves of the small body, these and potentially fast, a suspicion confirmed once of discouraging water from entering the interior. bending shapes convey a sensory smoothness, underway. There are almost no superfluous Preserving the former and conceding the latter, even femininity, that contrasts with some other curves. The metal does only what it has to do to Speedster owners just leave the top down, or designs of the period, such as the more muscu - be a car and move through the air quickly, per - stay home. It turns out that there is sometimes a lar Austin Healy or the more substantial haps one of the qualities that set early Porsches price when form trumps function. 120/140/150 Jaguar series. apart from other marques. The interior has a similarly minimalist yet comfortable appeal, a feeling compatible with the tightly wrapped body. The interior design features suggest competency through their simplicity and the rich quality of the paint and materials. The next time the weather discourages a drive, grab a cold one and just sit back and look at your car as an exercise in automotive design. Can you find anything that doesn’t look right? What design elements would you change if you n o could? Are you sure your version would look t s n h better? Did a pretty good job, didn’t they? o J m i J Fortunately, many of a car’s features are re - quired to serve no function other than appealing to the senses, which is a very important function indeed. After all, if a car does not appeal to po - tential buyers at an “emotional” level, it may not survive in the marketplace, not matter how well it does its job as transportation. For these aes - thetic elements, the designer is freed from me - chanical or other operational criteria, but is s

hardly free. In focusing on what the viewer sees o t o h

or touches, there are countless choices to be p

y b t made about form, materials, color, and place - l a

ment that must collectively prompt the right aes - M thetic reaction in viewers. Sometimes they get This “soft” aesthetic continues in the inte - it wrong. Just ask BMW about the 7 series Ban - rior. There are no sharp corners anywhere and gle Bustle of a few years back. few straight lines, aside from the flat dash panel and horizontal features of the doors. We may The 356 as aesthetic design take this for granted, but these curves were care - The origins of the 356 model in some of fully selected by the Porsche designers. In most Porsche’s earlier automotive designs, especially instances, the curves were not required by any the Volkswagen, are well known. As a car de - functional outcome other than sensory appeal signed primarily for sport, Erwin Komenda and to customers. The plastic knobs all over the his colleagues followed a design philosophy fo - cused on the important function of aerodynamic Thoughtful yet understated shapes are everywhere in efficiency, as epitomized by the Berlin-Rome rac - a 356. And lest we think it’s always easy, consider ers. Although the rear engine placement took what happens when form trumps function (right).

www.Porsche356Registry.org • May / June 2012 63 And right there staring me in the face was a picture of a set of VW Ghia and Bus backup lights. Clicking open the auction I saw the same scenario, a $9.99 opening price with no bids and a no-reserve auction. I immediately thought of nothing but a big mess for all parties involved. How about the fel - low who would win the auction with the 128’s pictures and VW description? How about the fel - low who would win the auction with the 128’s description but the VW pictures? How about the Transposed photos and descriptions had the potential poor seller who did not know what he had yet of making one buyer happy, one unhappy, and dam - still had to explain the entire debacle to at least aging the reputation of an otherwise stand-up seller. N e t W o r t h one angry buyer? What to do? I shut off the computer and pushed away Sebastian Gaeta the keyboard. Grief is a bad thing and I spend most of my time trying to avoid it. It weighed on me for a couple of days before I checked both Morality Play auctions again. The auction with the VW descrip - n March of this year I was perusing eBay tion and Hella 128 pictures was up to $52. The I for a VW Ghia or Bus backup light housing auction with the Hella 128 description and the for use as a third brake light on my coupe VW backup light pictures was up to $102. The when one particular listing got my full attention. VW units never sell for over $100, much less It simply read “Vtg 60's PORSCHE VOLKSWAGEN with 4 days still to go before the end, and 128’s BEETLE KARMANN GHIA HELLA TR2 BACK-UP for only $52?? REVERSE LIGHTS”. Even though it said This was a real mess, but it was not my My email to him pointed out that the im - “Porsche” in the description, that is not what mess. Still, a Registry friend of mine is a huge ages needed to be switched between the two list - caught my eye. VW ads often have the word proponent of honesty and truthfulness in our ings. I told him that while the VW lights would “Porsche” in them for a myriad of reasons, but hobby and I admire that, but was it my place to not fetch $100, the 128’s should bring well over that is not the story here. What made me look get involved? $400 and that the right items were sure to go to twice was the photo. Upon closer inspection, The seller is not in the business to sell car where they were supposed to go. He checked what I saw was not a set of the pedestrian VW parts. His eBay seller ID is “dead-guy-stuff”and things out and got back to me, thanking me for backup lights, but a set of good ol’ Hella 128 fog what he does is buy estates and sell off the neat alerting him to the pending disaster. He closed lights. Yup, the real thing. While they did not items one by one. His approach is unique, but each auction and then re-listed the items prop - sport the familiar “V” lenses, they were authentic very effective in that he has a terrific eye for what erly. The final result was that the VW lights sold 128’s nonetheless. will sell and what will not, and he only lists items for $76.99 and the 128’s for $449.44. I postulated that the seller had obviously he feels will sell. If you check his completed list - Did I do the right thing? I believe that I did mistaken these for the same lights on a VW Bus ings, you will see that well over 95% of his auc - and would hope that somebody would help me or Ghia he may have driven as a teenager. An tions are successful. Each auction is no-reserve out like this if the roles were reversed. Some honest mistake, but man, somebody might get a and has a $9.99 opening price. His sold items might not agree, but I would do it again if a sim - real steal here. Since the term “356” was not bring anywhere from the opening bid of $9.99 ilar situation presented itself. used in the listing, that was going to knock out to over $1,500. Very few items sell for only the 95% of our brethren who regularly search eBay. opening bid; most sell in the $200 to $600 Here is where it got interesting. I clicked range. He plays the numbers game and lets the on the listing and saw an opening price of $9.99 market decide his items’ value. It’s pretty ingen - with no bids placed. What I did not see was the ious if you think about it, he makes plenty of dreaded “(Reserve Not Met)” in blue text below money by the sheer volume of his salable items the opening price. “What, no reserve?” I shouted vs trying to squeeze each dollar from every item to myself. The auction immediately went into my he lists, which in the end is the reason most auc - watch list. Even though I did not need them, I tions go unsold. One particular eBay seller of Rear Bumper Reflector Set fantasized about a pair of these babys at $9.99 356 parts comes to mind. This seller has any - Purchased with “Buy It Now” for $71 and being the envy of my friends. where between fifty and one hundred items While these reflectors are not standard When I snapped out of it, I realized that this listed at any one time, yet rarely sells anything. I issue 356 items, there was some discussion re - guy might have some other cool stuff up for bid. like “dead-guy-stuff”’s approach much better. cently on the Registry forum regarding reflectors Well, he did (it was not what you would expect So what did I do? Dead-guy-stuff seemed to in general, and Charlie White posted a period and we will get to that later), and here is where be a real asset to the eBay community with a picture of these on a European T-5 coupe. He it all fell apart. While scrolling through his items, spotless rating and auctions full of desirable believed that these larger reflectors were re - I came upon his only other automotive related items. If I could save this guy some grief, that quired by a certain European country, but could listing. It read “Vtg 60's PORSCHE HELLA 128 would balance out any misgivings I might have not remember which one. He also stated that FOGLIGHTS FOG LIGHTS 911 912 356 ORIGI - about ruining somebody’s “deal” on a set of these reflectors were for above the bumper as NAL! 62 65 68”. misidentified fog lights. shown in his picture, not below.

64 Volume 35, Number 6 • Porsche 356 Registry 356 Sunroof Motor Bids: 6 Sold for $357 I have little experience with these motors and rarely see them for sale, but the only real issue I ever hear about has to do with the cables and not the motor. Two different bidders wanted it pretty badly with an opening bid just over $100. Described as in good working order, you have to wonder if the winner needed it to replace a bad unit, or if it was to go in a car with an elec - tric sunroof clip grafted to it but needed a motor.

Dash Bezel Tool 356 Front Trunk Lid Hinges Buy It Now for $18 Bids: 12 Sold for $66.33 These tools have been around for a while, Last year when one of my hood hinges gave but for those who are not familiar with them up the ghost it was an eye-opening experience. these are a must have if you are going to remove “I’ll just send out a few emails and have one in your wiper or headlight switch. The prongs at no time” I naively thought. The reality was that the base fit snugly into the holes in the bezel that all of the good ones were already on some - making for safe and easy installation and re - body’s car. I had plenty of people that had hinges moval. If you have any doubts of their worth, ask available, but with warnings that they were likely some of your freinds with scratches in their not any better than the one I had. Plus, the ask - dashboard how they got there (likely from some ing prices were pretty expensive to be taking a sort of needle-nose pliers slipping off of the chance like that. Hearing of my plight, Adam bezel). Re-painting your dash is a nightmare Wright stepped up, dove into his VIP parts stash while these are $18 shipped. There is also one and sent one that worked great (I still owe you for the larger ignition switch bezel and if you one, Adam). work on your own car this could be the best $36 you'll spend. Pre-A Starter switch assortment Bids:10 Sold for $556 As is a common theme here, anything Pre- A will sell. In this lot there were two starter but - tons and some original and repro dash knobs for a ’54. Left over from a restoration project, these were a nice find for somebody doing an early car. I am especially fond of the “snot green” pieces as opposed to the more common ivory ones. Seven of the ten bids placed were above $400, and this is for dash knobs!. Start adding up the numbers and you can see why Pre-A restoration is a sport all its own.

356 Turnsignal Switch Bids: 19 Sold for $325 At one time these switches were being re - produced, but I no longer see them available. This piece was described as new and never used, so it was unclear whether or not it was a Porsche or SWF switch, or one of the reproductions from a few years back. The picture shows it sitting on a plastic VW parts bag, so who knows? If it looks right and works, then good enough. I believe that the $325 was quite fair for a 356 electrical item that is fast drying up, and so did at least one of the seven different bidders.

Questions, comments and criticism are welcomed and encouraged. I can be reached at [email protected]

www.Porsche356Registry.org • May / June 2012 65 By Edwin Schweitzer

66 Volume 36, Number 1 • Porsche 356 Registry www.Porsche356Registry.org • May / June 2012 67 68 Volume 36, Number 1 • Porsche 356 Registry A drum brake car with the hubcap removed. I always align the painted lug nut with the valve stem. No, I Tech-Nique don’t know why, I just started doing it 30 years ago.

Disc brake hub with the hubcap and wheel re - moved.

The axle and all the parts minus the brake drum. This consists of the axle, inner spacer, and wheel bearing with the large O-ring on the outside diameter, the slinger washer, rubber O- ring, seal/spacer ring, and the rear axle nut. Note the tell tale seam line around the outside of the small O- Paul Christensen ring. Keeping the rear wheels on.

n this article I will attempt to include additional information to the 2004 spring edition of the Southern California 356 club magazine Iregarding the rear axle and brake hub. Over the years it seems the use of our little cars is changing in a positive way. More events are being held; tours, special driving events, and Holidays are increasing in atten - dance, which means more people are driving the cars, and for longer dis - tances. With this in mind it pays to perform some easy safety checks and preventive maintenance. There is a group of friends in the Reno area who drive our cars often and help each other inspecting the cars prior to an event. Some times it is better to have someone else check your car to avoid the “Oh it will be OK for now, I’ll fix that later” syndrome. When we tech a car for tours, au - tocrossing or vintage racing, it only takes a few minutes to check that the wheels are on tight. That sounds silly but there are some issues that can be nipped in the bud. Checking First, grab each wheel and vigorously shake each tire back and forth and side to side. If there is play in the front, it indicates excessive play in the link, king pin or wheel bearing adjustment. This topic was covered in Resources a previous issue. To repair an oil leak or check on any loose components, refer to the If any play is found in a rear wheel, it could be a worn rear wheel Porsche Workshop Manual Group R: Rear Axle and Transmission section, bearing, a loose wheel hub, a loose axle nut, or all of the above. A loose Operation 16 R: Replacing Rear Wheel Bearings and Seals. Another re - axle nut is a clue to a larger problem; they just don’t back off from a 55,0 source is found on pages 144 through 146 in the Henry Elfrink’s Porsche mkp (400 ft lb) of torque for no reason. The play you feel may be related Technical Manual. to a failure of one of the rear axle bearing unit components. Additionally, if you remove your brake drums to attend to your brakes, Another indication of a rear wheel problem would be oil coming out and/or you plan to replace the rear seal, there are several hints I have of the hub of the wheel by the 36mm nut or that little hole in the hub. So found which may assist you. You may have heard that the Porsche seal, O- pop those hubcaps off and give it a quick check. rings, slinger and such are identical to those found in the common VW re -

www.Porsche356Registry.org • May / June 2012 69 placement package. Well they are - with one exception. The VW oil slinger When a soft slinger is used, it starts to deform when the brake drum washer is made of soft steel and that is a problem for our cars. The 356 is torqued to specification. As the car is driven, the soft steel slinger con - Porsche transaxle needs the original Porsche slinger washer, which is tinues to deform. Remember, as the slinger deforms, the torque on the harder when compared to the soft steel VW-style component. The Porsche wheel hub decreases and the wheel becomes a bit loose. Things just con - slinger washer, when tested, will come in at a Rockwell hardness of R 62 tinue to deteriorate. The metal that was once part of the slinger is not there and the VW comes in at dead soft. I have opened the package of the com - now and most likely went through the bearing and ended up as metallic mon replacement kit, taken the slinger out, held it between my first finger hair on the drain plug of your transmission. Just think of the path that de - and thumb of each hand, and applied a quick twisting motion. The slinger, bris took. I would recommend changing the rear wheel bearing and your which is made of soft steel, will bend easily and not spring back. A Porsche transmission fluid to avoid further damage. or spring steel slinger washer is very stiff and made out of tempered steel. It will hurt your fingers before it will flex much. Do not use the soft steel slinger washer. Throw it away. Use the original slinger washer if it can be This view of the salvaged, or better yet contact your 356 parts supplier for the correct part. seal spacer and a I spent a lot of time with Brad Ripley at NLA/Stoddard (a blatant plug) re - deformed soft garding this issue. He makes up his replacement parts kit with the correct steel slinger Porsche slinger washer. I am sure other suppliers may do the same, but washer is for il - do not assume; remember to always ask questions and get the correct parts. lustration pur - On the left are poses. The soft the drum brake deformed washer kit contents. The should face the 0,1 mm(.004”) other way. shims are used to adjust the preload for the backing plate. The disc brake kit (right) is somewhat differ - ent. It does not need to have the shims, the large O-ring is a dif - ferent part num - ber and the seal is a different On the left is an original used spring steel slinger that has minimal distortion. The size. middle upper soft steel slinger washer was formed around the seal washer and the bearing. In the bottom middle position, only the outer part of the soft slinger The seal spacer has a beveled recess for the small oval shaped washer survived. The new hardened slinger washer is on the right. Porsche rubber O-ring. The O-ring is compressed against the steel slinger, which is pressed against the wheel bearing. A very qualified “Rubber Guy” A loose rear axle nut will also have detrimental effect on the brake (also a vintage racer) reminded me that rubber, like fluid, does not com - drum or disc brake hubs. Continued press. It has to go somewhere if the volume of the rubber exceeds the cavity it is intended to fill. The soft steel slinger tends to deform more on the inner diameter than the hardened steel spacer.

The seal spacer with the bevel, the #356 34 296 small rubber O-ring, and the slinger washer. Always use the proper rear o-ring for the axle shaft. Use the rubber These splines have not worn much, but the inner surface of the hub has been worn o-rings provided in the kit, if you just throw any size on this shaft, the chances are away by the seal ring due to back-and-forth movement of the wheel. Also shown you will destroy even the hard Porsche slinger washer. are more examples of failed parts. Yes, that is an annular brake hub.

70 Volume 36, Number 1 • Porsche 356 Registry More loose axle nut results: A drum brake that has the splines worn away due to the back and forth motion of the wheel.

Keep track of your balls! The bearing on the left is an 8-ball 6306 C3 bearing. The bearing on the right is a 7-ball variety. If you replace your rear wheel bearing, make sure that it is the deep groove 6306 DIN 625 C3 ball bearing that has 8 balls. There is a 7-ball originally required. Many parts houses do not have the product depth or version, which is offered as a replacement. They do not last as long, and engineering expertise to address the demands of all the different marques. the 6306 bearing puller will not work on them. Ball counting in the trans - Remember, the 356 has been out of production for 47 years. Please pa - mission bearings is also another wise move, but that will be covered at an - tronize the vendors that support our cars, and have a little patience. They other time. are dealing with an ever-diminishing supply of acceptable parts. The good news is we have an incredible support system through our organization Close, but no cigar and dependable vendors that are constantly product testing and becoming Our cars have some unique and carefully engineered components, more knowledgeable about the cars. which may happen to have the dimensions of similar cars. However, the Count your balls, so you can drive it like you stole it. new replacement parts may not always meet the specifications that were Paul Christensen

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72 Volume 36, Number 1 • Porsche 356 Registry OPTIMA batteries: Corrosion free/true zero mainte - Commercial Vendors HIGH END MECHANIC WANTED nance battery for your Porsche. Totally Sealed. Antique sports car restoration and repair facility $144-6v, $159-12-v. $5 shipping east of Miss./$10 seeks expert Porsche mechanic. 356 specific pre - west. State of the art battery-maintainers 6 or 12v. STARTER, GENERATOR AND ALTERNATOR ferred. $45+$7 shipping. Cutoff switch $10. We are a family-owned business with over 33 years HIGH END BODY MAN WANTED Chatham Motorsports , 225 N. Maple, Vinton, VA of Starter, Generator and Alternator sales and serv - Antique sports car restoration and repair facility 24179. 540-981-0356 ice knowledge in the 356/912/911 Porsche /VW seeks VERY experienced body repair man and field. Our Speciality is professional rebuilding. painter. Must be VERY experienced with plastics. WOODEN STEERING WHEEL Restoration and Whether it's for a show car or just a solid replace - Call Gerard 732-525-2500. Repair. Complete & correct re-wooding, polishing, ment unit - give us a call. We can keep it looking machine turning (L.L.), and plating available. Many completely original or offer you a quality remanufac - 356 ORIGINAL LTERATURE, OWNERS / SHOP exotic woods for custom orders. VDM, Nardi, Les tured unit . Working with us you will find we stay true MANUALS etc. Fine, in-depth collection also includ - Leston, Derrington, Moto-Lita and others. Also B/C to our roots by always putting the customer first ing early/mid-911 series cars. Posters: Factory com - type Carrera wheels. AUTOMOTIVE SCULPTURE while delivering quality products at a reasonable memorative, showroom, and event featuring 356, by Bruce Crawford . 805-528-6240. CA. price. Keep your 356 / 912 / 911Porsche / VW run - Spyder, and 911/912’s…the finest selection any - www.hardwoodclassicsltd.com ning like it did when it was new. Call us when your where. Also, a few very fine books: Liebe Zu Ihm, Porsche / VW requires only the best. Porsche Rennsport, Porsche Posters, etc. LOCKSMITH SERVICES Offering a full line of fac - ABC PARTSWERKS , Menasha, WI. 920-378-5538 www.VintageAutoPosters.com tory, non-factory and high security keys as well as - ask for Doug. http://abcpartswerks.com or [email protected] location services for hard-to-find blanks; keys cut by email [email protected] code; key chart available. Perform ten-point quality 356 SALES LITERATURE BOOK restoration of locks and door handles. Electrical re - VINTAGE RADIO REPAIR By Susann Miller and Richard Merritt. All the pair of ign. switches. Key accessories avail., bulbs 356 Porsche Radio repairs – Blaupunkt, Telefunken, known sales literature on the Porsche 356 including and batteries for light keys, fobs and pouches, etc. Becker, etc. Early 50s to mid-60s. European radios paint numbers, accessories, Beutler, 904 and Spy - Tony Euganeo 610-461-0519. 501 Folcroft Ave. only. Visa / MC. Wilford Wilkes (Willy). Many years der brochures with a rare look at the 917, Carrera Sharon Hill, PA 19079. experience. 814-378-8526. [email protected] RS, Marine and Aircraft Engines, Rotorcycle and the early Speedster, to name but a few. Reprinted with SAM SIPKINS, MECHANIC – Air cooled Porsche TECH INFO : NEW! Der White’s 356 Sales and 21 newly discovered sales brochures. 320 pages, specialist. Mechanical, electrical. Custom engine re - Technical Literature, THE BOOK! $129 + $4.50 black and white reproductions, hard cover. Review building. Extensive knowledge of 356. Get rid of postage (lower 48). Outside USA, inquire. Ex - and order at www.porschebooks.org your points with a Pertronix Ignitor transistorized ig - ploded-View Part Diagrams sets-show all parts: or send check money order for $75, shipping in - nition system, fully contained in the dist. Sturdy, sta - Pre-A 51 pgs-$14, 356-A 74 pgs-$17, 356-B T-5/T- cluded, to: ble, 30-month warranty. All cast-iron distributors: 6v 6 118 pgs-$23, 356-B/C 114 pgs-$23. Factory Work - Susann Miller , 340 12th Ave. So. Naples, FL 34102 - $141, 12v - $131.00. Aluminum 050, 009, late 031: shop manuals: Pre-A 250 pgs-$45, 356-A 500 Now accepting credit cards, call for group discount, 6v - $106.00, 12v - $90. Early 031: 6v - $130, 12v - pgs-$65, 356 B/C 900 pgs-$85. Factory Parts 239-821-8281. $130. Now in stock: ASL Cam Guard anti-corrosion Books: 53 Pre-A 160+ pgs-$35, 55 Pre-A 350 pgs- Still can’t find it? Check out engine oil additive. It works! Sorry, no credit cards. $45, 356-A COMING, 356-B 1,016 pgs-$75, 356-B CA add 9.75% tax. Sam Sipkins , 510-632-8232. T-6 Supplements-400+ pages-$45, 356-C Supple - www.porsche356registry.org ments 300+ pages-$40 (356-B + B T-6 or 356-B + WANTED PORSCHE 356 A, B, C & SC, 911, 356-C together-$99) All are copies in 3-ring binders. Speedster, Any Condition, Top Price Paid, we will Charlie White 480-367-8097. 8639 E. Via de los Li - Pick up from Anywhere in the US. bros, Scottsdale, AZ 85258 [email protected]. Please call Peter Kumar 1-800-452-9910 , NOTE OUR NEW WEB ADDRESS email: [email protected] . http://derwhites356literature.com

356 Enterprises ...... 45 M&M Literature ...... 73 356 Carburetor Rescue ...... 47 Mainely Custom ...... 39 356 Registry Goodie Store...... 72 Mr. Okrasa ...... 61 356 Services ...... 13 North Hollywood Speedo ...... 55 356 Specialties...... 39 Neutek Cams / Shasta ...... 47 Aardvark International ...... 61 Palo Alto Speedometer ...... 45 AASE Sales ...... 45 Panelwerks ...... 61 ABC Partswerkes ...... 39, 73 Parts Obsolete ...... 61 Air Flow Systems ...... 55 Personalized Autohaus ...... 39 Air Power Racing ...... 7 Porsche Cars North America C of A ....21 Automotion ...... 75 Precision Matters ...... 75 x Autos International ...... 6 Radbill’s Restoration ...... 15 e Brack Auto Garage...... 15 Rennwerke ...... 11 d rd ...... 73 Restoration Design ...... 21 n Bruce Crawfo i ...... 12 Sam Sipkins ...... 73 CarQuip ......

r Chatham Motorsports...... 73 Sierra Madre Collection ...... 25

e Classico Corsa ...... 45 Steve Hogue Enterprises ...... 61 s

i Coco Mats ...... 47 Stoddard ...... back cover t ULayer ...... 65 Stuttgart Perf. Eng...... 61

r C Tim Goodrich ...... 47 e EASY ...... 47

v Eugeneo, Tony ...... 73 TLC Resto ...... 39

d Europa Macchina ...... 11 Toad Hall Motorbooks ...... 26

A European Collectibles ...... 35 Trevor’s Hammerworks ...... 45 German Tech, Inc...... 60 Udo Schaarf ...... 55 GK Restorations...... 35 Velocespace ...... 11 GT Werk ...... 15 Vintage Auto Collectibles ...... 27, 54, 73 Gullwing Motor Cars...... 73 Vintage Auto Posters.com ...... 47 Heritage Upholstery ...... 61 Vintage Werkes ...... 39 Hi-Octane Jewelry ...... 61 White, Charlie ...... 73 International Mercantile ...... 12 Wilford Wilkes Radio Repair ...... 73 Jim Gordon Restorations ...... 15 Willhoit ...... 55 Klasse 356 ...... 27 Wills Werks ...... 26 Lereyn Company ...... 47 YnZ’s ...... 73 LN Engineering ...... 60 Zims ...... Inside front cover

www.Porsche356Registry.org • May / June 2012 73 he annual run to the auctions in were only a few details to finish. I offered to buy Phoenix showed that the early the car and have Rob finish it as a learning ex - TPorsches were rising in value as the perience but the owner declined. US economy was recovering. The prices on fully A month or so back I asked what became restored cars continue to climb. That keeps the of the black coupe and we discovered that it was incentive there to spend the money and do an still in the same garage but ready to go to a new expensive restoration that only a few years ago home. I called the owner and offered to list the would cost more that the finished car was worth. car on the 356 web site available to club mem - It’s easy to remember those days when all we bers in the Cars For Sale section of the classified were trying to do was fix it so that we could get section to see of we could help find a buyer. to work on Monday. We priced it below the current market because Back in the day there were long discus - the seller really needed the room and the hope sions about how to use fiberglass to patch holes was that someone in the 356 Registry would get in the floors and the wisdom of installing a VW a restored car for an unrestored price. I am a engine if the original Porsche power plant ex - broker, after all; I put deals together. pired. Back when the cars were all but used up T a i l L i g h t s In the first couple of weeks there was the you didn’t want to spend a lot to keep a $500 usual flurry of requests for more photos but no car alive. More than one car ended up with a By Tom Tate offers. I swear there are people out there that state highway sign holding the seats in place and just collect photos of other people’s cars. I know bungee cords holding on to the bumpers. No - because I have sent thousands. Then, out of the body ever expected these Tubs to last 50 years, A happy ending on the blue, I got a call from a woman who is a fireman let alone be what they’re worth today. fringes of the market (fireperson?) in San Francisco on vacation in In Scottsdale, a restored Speedster done by Hawaii. She is a 356 Registry member and has a a well know shop in aquamarine blue with a tan ’60 356 black Roadster and is looking for a interior brought over $330k, easily $50k over now. Most are willing and able to spend more coupe to match. She was very knowledgeable the last high water mark for that model. Remem - to get more. I believe that’s what pushing prices about Tubs after having hers for many years and ber these are “auction” prices with two rich guys steadily up. a joy to talk to on the phone. She thought that in the same tent at the same time wanting the While in Scottsdale in 2011 my son asked the coupe would be a great car for her and her same car. Open car prices had the effect of if I would stop by his friend’s house to give him partner to use when the weather wasn’t great, pulling up the value of coupes as A coupes (built a few pointers on his project, a ’64 356 C coupe. which happens in SF. Some days the fog comes ’56-’59) hit $100k and later C models (built Like Rob, he was a 911 guy and not that familiar in and never leaves. I know. I’ve been there. ’64-’65) were over $70k The last two were mod - with old tubs. We took a look and saw that he I gave her the story about the car and in - els that I’ve had in my driveway in the last few was well along in the process. The car was ac - sisted that she have a pre-purchase inspection years and really tells the story. done since I didn’t know the In 2006 I bought a ’58 car well enough to speak for 356A coupe and drove it it. She agreed. home from Albany, NY. It ran Rob called his buddy great and just needed a little who was happy to get it to a cleanup, tires and detail local shop. The well-known work. I played with it for repair shop squeezed in the about a year before sending it PPI and the car passed with off to a new home. In the flying colors. The deal was driving condition that it was struck and in two days the in, $20k seemed like a fair car was on its way to that price. The same car today beautiful City by the Sea. would easily bring three Three days later I got times that amount. I found a an email from the buyer ’64 coupe in ’07 with an elec - with a You Tube video at - tric sunroof from Texas in the tached showing the car back of a garage in Rockport coming out of the trailer in after many years of sitting. front of her house. Isn’t When it finally came back to technology great? They were life I struggled to get $20k from a fellow in Con - tually a project that his father had bought 10 ecstatic about their new tub and went on and on necticut. That car now would be headed toward years before and never completed. He had lost about what a great experience the whole process $75k with that unusual option. interest and just wanted it finished so that they was. It was everything they wanted and a perfect The entire market has moved upward with could sell it. The car had been painted its orig - Thelma to their Louise. The best part was that the best examples moving up the most. Buyers inal black and the red interior had been re - they didn’t have to go under a tent to get it. She will pay more than they should for fully restored placed with new material making a great said there’s a ride in a fire truck and a dinner cars but won’t pay enough for projects. The truth combination. He had a company come over to out there waiting for us when we get to town. is that as we all get older we don’t want to spend his house to install a new headliner. The win - With an offer like that Rob and I might have to time on projects, we want to drive a nice car dows were still out when we saw it but there go out soon.

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